No.  113 


in  Senate^ 

February  24,  1829. 


REPORT 

Of  the  commissioners  appointed  under 
the  act  of  April  15,  1828,  relative  to 
the  construction  of  a  rail-road  from 
the  city  of  Boston  to  the  Hudson 
river. 

TO  THE  LEGISLATURE  OF  THE  STATE  OF 
NEW-YORK. 

The  undersigned,  commissioners  appointed  by  virtue  of 
the  act,  entitled  "  An  act  to  facilitate  the  construction  of  a 
rail-road  from  the  city  of  Boston  to  the  Hudson  river,"  pass- 
ed April  15,  1828, 

Respectfully  Report: 

That  immediately  after  their  appointment  an  exemplified 
copy  of  the  law,  defining  the  duties  and  powers  of  the  un- 
dersigned, was  transmitted  to  the  Governor  of  Massachu- 
setts, with  assurances  of  cheerful  co-operation  in  all  measures 
calculated  to  advance  the  important  object  contemplated  by 
the  act.  The  reply  of  the  Governor  is  herewith  communi- 
cated, from  which  it  will  appear  that  the  attention  of  the 
New-York  commissioners  was  directed  to  the  examination 
of  two  routes,  as  connected  with  the  Massachusetts  surveys, 

No.  113.  1 


•V     •  -  .  .  znl\ 

2  •  W 

"  one  by  the  northerly  part  of  the  town  of  West  Stockbridge,  ^ 
and  the  other  through  Adams,  and  by  the  valley  of  the  Ho- 
sick." 

Soon  after  the  receipt  of  the  communication  from  Gov- 
ernor Lincoln,  the  undersigned  appointed  William  C.  Young, 
Esq.  as  their  Engineer,  and  proceeded  to  make  the  explo- 
rations preliminary  to  minute  surveys. 

Commencing  at  the  points  suggested  by  Governor  Lin- 
coln, two  routes  were  represented  to  be  practicable ;  the 
northern  route  terminating  at  the  city  of  Troy,  and  the 
southern  route  (dividing  at  Chatham)  terminating  either  at 
Albany  or  Hudson.  As  the  report  of  the  commissioners 
wTas  expected  to  embrace  all  the  information  that  would  be 
deemed  necessary  in  guiding  the  legislature  in  their  choice 
of  the  alternatives  embraced  in  the  act  above  referred  to,  it 
was  thought  advisable  to  have  complete  surveys  made  of 
each  route  suggested  by  the  Massachusetts  commissioners. 

With  that  object  in  view,  two  routes  have  been  minutely 
surveyed,  and  jthe  elevations  and  distances  computed  ;  the 
one  commencing  at  the  city  of  Troy,  passes  through  the 
the  town  of  Pownal,  in  Vermont,  and  connects  with  the  north- 
ern line,  surveyed  by  direction  of  the  Massachusetts  com- 
missioners, in  the  town  of  Adams.  The  other  commencing 
either  at  Albany  or  Hudson,  unites  with  the  southern  route 
at  the  town  of  West  Stockbridge.  The  lines  surveyed  from 
Albany  and  Hudson,  unite  at  the  town  of  Chatham.  For 
the  results  of  these  particular  surveys,  the  commissioners 
refer  to  the  report  and  maps  herewith  presented.  They 
would  be  insensible  to  the  able  efforts  of  an  accomplished 
and  efficient  engineer,  if  they  did  not  acknowledge  his  valu- 
able services,  in  enabling  them  to  make  a  full,  and  they  trust 
a  satisfactory,  statement  to  the  legislature. 

As  by  the  act  from  which  the  undersigned  derive  their 
powers,  the  state  is  pledged  either  to  construct  the  rail-road 


3 


•  from  the  boundary  line  of  Massachusetts  to  the  Hudson  riv- 
er, at  their  own  expense,  or  to  grant  authority  to  others  for 
its  execution,  in  case  the  state  of  Massachusetts  shall  make 
the  residue  of  the  road.  It  does  not  devolve  on  the  com- 
missioners to  point  out  the  advantages  and  profits  contem- 
plated by  the  construction  of  the  rail-road,  any  further  than 
to  aid  the  legislature  in  making  their  election. 

Soon  after  the  appointment  of  the  New-York  commission- 
ers, they  were  requested  to  furnish  information  with  regard 
to  the  nature  and  extent  of  trade  between  the  Eastern  sea- 
board and  the  Hudson  river,  that  would  probably  be  affected 
by  this  new  channel  of  conveyance. 

The  letter  of  David  Henshaw,  Esq.,  one  of  the  members 
of  "  the  board  of  internal  improvement,"  established  in  Mas- 
sachusetts, with  the  answers  of  the  New- York  commission- 
ers, are  herewith  transmitted.  And  to  which,  together  with 
the  reports  of  that  board,  they  refer  as  containing  all  the  in- 
formation that  has  been  acquired  on  the  subject, 

The  unxlersigned,  with  a  view  to  a  more  full  and  satisfac- 
tory understanding  of  the  comparative  advantages  of  the 
several  routes  surveyed  by  them,  requested  their  engineer, 
after  his  maps  were  completed,  to  proceed  to  Boston  for  the 
purpose  of  making  such  personal  explanations  as  might  be 
deemed  important  to  the  Board  of  Internal  improvements  of 
Massachusetts.  Three  of  the  members  of  that  board,  had 
previously  met  the  commissioners  of  New-York,  at  Albany, 
and  exhibited  to  them  their  maps  and  notes  of  survey. 

Subsequent  to  the  return  of  Mr.  Young,  a  letter,  (here- 
with communicated)  was  received  from  Nathan  Hale,  Esq. 
Vice-President  of  the  Massachusetts  Board,  enclosing  their 
resolutions  with  regard  to  the  western  termination  of  the  rail- 
road. 


4 


It  will  be  perceived  that  the  city  of  Albany  has  been  de-  .# 
signated  by  them,  as  the  preferable  point  of  intersection  with 
the  Hudson  river,  and  that  they  have  embodied  their  rea- 
sons for  such  preference  in  their  resolutions. 

The  undersigned  are  not  insensible  to  the  effect  that  local 
residence,  and  the  influence  of  personal  considerations, 
sometimes  produce  on  the  minds  of  public  agents ;  but  in 
yielding  their  assent  to  the  resolution  of  the  "  Board  of  In- 
ternal Improvements  of  Massachusetts,"  with  regard  to  the 
termination  of  the  route,  they  have  not  forgotten,  that  the 
greater  part  of  the  important  work  is  to  be  completed  at  their 
expense,  and  that  a  proper  regard  ought  therefore  to  be 
paid  to  their  interests. 

A  computation  of  the  probable  expense  of  that  part  of  the 
rail-road,  which  will  pass  through  this  state,  has  been  made 
by  Mr.  Young,  and  accompanies  this  report. 

In  connection  with  the  minute  estimates  made  under  the 
direction  of  the  Massachusetts  Board,  the  undersigned  be- 
lieve that  all  necessary  facts  are  hereby  communicated,  to 
enable  the  legislature  to  make  an  election  in  pursuance  of 
the  act  of  1828. 

The  facilities  afforded  by  the  local  position  and  commer- 
cial character  of  Boston,  for  acquiring  information  with  re- 
gard to  the  art  and  expense  of  constructing  rail-roads  in  fo- 
reign countries,  together  with  the  active  intelligence  of  the 
"  Board  of  Internal  Improvements,"  have  relieved  the  under- 
signed from  duties,  which  otherwise  would  have  been  ardu- 
ous and  expensive.  To  their  elaborate  and  satisfactory  re- 
port, the  undersigned  refer  for  minute  and  accurate  informa- 
tion on  this  interesting  subject. 

All  which  is  respectfully  submitted. 

EBENEZER  BALDWIN, 
OLIVER  WISWALL. 


( 


5 


Communication  from  0.  WistcalL 

The  commissioners  within  mentioned,  have  differed  in 
opinion  with  regard  to  the  extent  of  their  duties  and  powers, 
as  specified  in  the  act  from  which  they  derive  their  appoint- 
ment. 

With  a  view  to  more  general  accommodation,  the  under- 
signed would  prefer  three  terminations  of  the  route,  at  the 
points  on  the  Hudson  river,  from  whence  the  surveys  of  the 
commissioners  have  been  made,  to  wit:  Troy,  Albany  and 
Hudson ;  the  route  to  Troy  being  continued  from  Green- 
bush  to  that  city,  and  the  route  to  Hudson,  from  the  town  of 
Chatham. 

OLIVER  WISWALL. 

February  23d,  1829. 


• 


OBJECTIONS 

To  Report  of  Commissioners,  by  G. 
Tibbits,  Esq. 

To  Ebenezer  Baldwin  and  Oliver  Wiswall,  Esquires : 

Gentlemen — 

Dissenting  as  to  the  terms  of  a  report  to  the  le- 
gislature, from  a  majority  of  the  commissioners  appointed  in 
pursuance  of  the  apt  of  15th  of  April  last,  entitled  "  An  act 
to  facilitate  the  construction  of  a  rail-road  from  the  city  of 
Boston  to  the  Hudson  river,"  it  may  be  proper  for  me  brief- 
ly to  state  the  reasons  for  that  dissent,  and  to  ask  that  they 
may  be  submitted  to  the  legislature  with  the  report. 

By  the  7th  section  of  the  act,  it  is  made  the  duty  of  the 
commissioners  "  to  report  to  the  next  legislature  the  result 
of  their  examinations ;  their  opinion  as  to  the  most  eligible 
route  ;  and  generally,  such  information  as  may  be  obtained, 
and  may  be  deemed  useful  to  the  legislature  in  relation  to 
the  practicability,  utility  and  effect  of  the  contemplated  im- 
provement.5' 

By  the  terms  practicability,  utility  and  effect,  I  understand 
the  legislature  to  mean,  not  only  that  the  commissioners 
should  inquire  as  to  the  possibility,  or  comparative  facility, 
of  constructing  the  road.  But,  secondly,  as  to  its  probable 
cost,  and  as  to  the  probability  of  its  returning  by  means  of 
tolls,  income  adequate  to  the  interest  of  the  out  lay  for  its 
construction,  repairs,  superintendence,  &c.  And  thirdly,  as 
to  the  effects  and  consequences,  which  would  be  likely  to 
result  from  it,  to  the  commerce,  industry  and  prosperity  of 
the  people  of  this  state. 


8 


The  legislature,  I  consider,  wanted  information  more  es-  • 
pecially  upon  the  second  proposition,  in  order  thereby  to  be 
the  better  able  to  determine  whether  the  interests  of  this  state 
would  be  best  promoted  by  making  that  part  of  the  road  fall- 
ing within  its  limits,  at  the  expense  of  this  state ;  or  by  the 
incorporation  of  a  company  for  that  purpose;  or  by  allow- 
ing the  state  of  Massachusetts  to  construct  it,  pursuant  to  the 
provisions  of  the  act  of  15th  of  April. 

For  information  upon  these  several  important  particulars, 
the  report  which  has  been  approved  by  a  majority  of  this 
board,  refers  the  honorable  the  legislature  to  the  estimates, 
calculations,  and  opinions  of  the  board  of  directors  of  inter- 
nal improvements  of  the  state  of  Massachusetts  as  contained 
in  their  late  report  to  the  legislature  of  that  state,  and,  as  I 
conceive,  with  the  unlimited  and  unqualified  sanction  of  this 
board. 

There  not  having  been  any  work  of  the  kind  of  any  con- 
siderable extent  completed  in  this  country,  these  gentlemen, 
in  common  with  ourselves,  could  not  have  had  any  safe  data 
tested  practically  here,  on  which  to  base  their  calculations 
of  the  probable  cost  of  constructing  the  road :  And  there- 
fore while  feeling,  as  I  certainly  do  towards  them,  sentiments 
of  great  respect  and  consideration,  may  not  be  prepared  to 
give  to  their  estimates  full  and  unqualified  approbation  on 
some  points  where  they  may  and  I  think  have  been  mista- 
ken. 

Their  estimate  of  the  entire  cost  of  the  road,  is  $16,434.77 
per  mile,  or  $3,254,876.10,  the  distance  being  198  miles,  6 
chains ;  but  which  may  be  called,  as  it  no  doubt  will  be, 
when  made,  at  least  200  miles.  It  would  have  been  nearer 
the  result,  in  my  judgment,  to  have  added  50  per  cent,  to  the 
estimated  amount  of  its  cost. 


( 


9 


•  The  Baltimore  and  Ohio  rail-road,  over  a  country  consi- 
dered by  the  proprietors  to  be  very  nearly  like  this,  and  but 
50  miles  longer,  was  estimated  at  the  commencement  to  cost 
$20,000  per  mile. 

Our  Erie  canal  was,  after  the  most  careful  surveys  by  able 
engineers,  and  after  making  the  most  liberal  allowances,  as 
it  was  supposed  for  every  thing,  including  $75,000  for  tools 
and  accommodations  for  the  workmen  which  were  never  pur- 
chased, estimated  to  cost  but,  •  •  •   $4,881,731 

or  less  than  $  13,500  per  mile.    And  the  Cham- 
plain  canal,   750,000 

Making  together,   $5,631,731 

They  are  now  known  to  have  cost  more  than  ten  millions 
of  dollars,  or  more  than  $23,000  per  mile,  while  no  man  at 
the  commencement  could  point  out  a  single  specified  item 
as  estimated  too  low.  I  cite  the  errors  in  calculating  the 
cost  of  our  canals,  not  imputing  blame  to  any  one ;  but  to 
shew  what  great  errors  may  be  made  by  the  ablest  men  with 
best  intentions,  in  estimating  the  cost  of  canals,  rail-roads, 
and  works  of  this  kind. 

In  England  the  cost  of  constructing  rail-roads  may  be  more 
correctly  estimated ;  though  even  there,  great  errors  have 
sometimes  been  made,  and  never  an  instance  that  I  have 
heard  of,  where  the  actual  cost  fell  short  of  the  eslimate. 

The  average  cost  of  constructing  rail-roads  with  two  sets 
of  tracks,  like  the  one  now  in  contemplation,  is  put  by  the 
celebrated  civil  engineer  Thomas  Tredgoold,  page  141,  and 
by  M.  I.  Sganzin,  a  highly  celebrated  French  civil  engineer, 
at  £5,000  sterling,  or  $22,224  per  mile.  M.  Sganzin  says, 
page  189,  at  least  $23,000  per  mile.  Now  as  labour  and 
iron,  the  two  most  considerable  articles  of  expense,  are  much 
less  in  England  and  France  than  they  are  here ;  and  as  the 

No,  113.  2 


% 


10 


track  upon  which  this  road  is  to  be  made,  is  by  no  means  • 
free  of  difficulties  or  expensive  places  to  make,  I  consider 
it  would  be  unsafe  to  put  the  estimate  at  any  thing  less  than 
from  22  to  $25,000  per  mile ;  or  to  disregard  authorities 
so  concededly  respectable  as  those  cited  above,  or  admoni- 
tions derivable  from  the  experience  of  older  countries.  The 
celebrated  Stockton  and  Darlington  rail-road  in  England, 
with  two  setts  of  tracks,  cost  more  than  £10,000  sterling  per 
mile,  or  more  than  §44,444  per  mile.  The  Manchester  and 
Liverpool  rail-road  now  making,  was  estimated  to  cost 
.£12,000  sterling  per  mile,  or  $53,334  per  mile. 

It  is  not,  however,  in  the  estimated  cost  of  the  construc- 
tion of  the  road,  that  I  conceive  our  Boston  friends  to  be 
most  in  error ;  but  in  regard  to  the  quantity  of  transporta- 
tion expected  to  be  done  on  it;  and  as  to  the  income  ex- 
pected to  be  derived  from  tolls,  especially  between  the  cities 
of  Boston  and  Albany. 

It  will  be  seen  by  their  report,  page  21,  to  be  expected 
that  transportation  may  be  done  on  the  road  as  cheap  as  on 
any  of  the  canals  in  this  country. 

That  agricultural  products,  like  flour,  may  be  carried  on 
the  road  from  Albany  to  Boston,  paying  one  dollar  per  ton 
tolls,  or  thereabouts,  (being  half  a  cent  per  ton  per  mile,) 
as  low  or  lower  than  by  the  present  mode  by  water.  That 
the  road  will  have  the  preference  over  all  other  channels  of 
conveyance  between  Albany  and  Boston,  and  the  whole 
transport.    See  page  22. 

As  I  am  unable  to  find  authorities  warranting  such  expec- 
tations, I  consider  that  I  should  be  wanting  in  duty  to  pass 
them  over  without  notice,  or  to  give  to  them  the  sanction  of 
my  approbation. 


]  1 


The  celebrated  Thomas  Tredgoold,  before  referred  to,  in 
his  valuable  Treatise  on  rail-roads  and  carriages,  page  169, 
and  M.  I.  Sganzin,  of  France,  in  his  elementary  course  of  ci- 
vil engineering,  page  179,  show  the  comparative  beneficial 
effects  produced  by  rail-roads,  compared  with  canals,  or 
the  comparative  ease  with  which  loads  may  be  moved  or 
transported,  all  things  considered,  on  canals  and  on  level 
rail-roads.  They  both  agree  that  the  most  beneficial  veloci- 
ty for  moving  loads,  both  on  rail-roads  and  canals,  by  horse 
power,  is  at  the  rate  of  from  2|  to  3  miles  per  hour,  and  at 
these  rates  of  moving,  three  tons  may  be  transported  on  a 
canal  by  the  same  moving  power  with  which  one  ton  can  be 
moved  or  transported  on  a  rail-road. 

N.  Woods,  another  celebrated  English  civil  engineer,  in 
his  practical  treatise  on  rail-roads,  though  varying  a  little,  is 
not  materially  different.  See  Woods,  page  305.  See  post- 
script A.  at  foot. 

Applying  these  data,  that  is,  three  tons  transported  on  a 
canal  at  the  same  cost  as  one  ton  on  a  level  rail-road,  it  fol- 
lows, that  transportation,  allowing  no  tolls,  or  the  same  tolls 
on  each,  must  be  three  times  dearer  on  a  rail-road  than  on 
our  canals,  for  like  distances. 

The  rate  of  transportation  on  our  canals,  on  nearly  all  pro- 
ducts charged  with  1 J  cent  per  ton  tolls  per  mile,  is  double 
the  tolls,  or  three  cents  per  mile,  and  exclusive  of  tolls,  l.| 
cent  per  mile  per  ton,  and  equal  to  transporting  from  Alba- 
ny to  Boston  or  back,  200  miles,  to  $6,  including  tolls,  and 
to  $3  not  baying  tolls.  On  a  level  rail  road,  applying  the 
principles  of  Mr.  Tredgoold  and  Mr.  Sganzin,  it  must  be  $18, 
the  like  tolls  included  ;  or  §9,  exclusive  of  tolls.  On  pay- 
ing the  tolls  suggested  in  the  report,  page  23,  of  one  dollar 
per  ton  for  the  whole  distance,  or  half  a  cent  per  ton  per 
mile,  it  would  be  $  1 0  per  ton,  and  at  least  three  times  dearer 


12 


than  by  the  present  mode  of  transportation  by  water.    But  • 
if  put  at  only  double  the  freight  by  water,  on  what  grounds 
can  we  calculate  that  the  road  will  have  the  whole  transport. 

The  present  rates  of  transportation  in  vessels  by  water, 
from  Troy  to  Boston,  or  back,  is  §3  per  ton.  On  iron,  mar- 
ble, granite,  or  the  like,  not  over  $2  50,  or  on  light  bulky 
articles,  §4  per  ton,  with  half  one  per  cent  insurance,  making 
an  average  of  about  $3,  insurance  included.  Freight  from 
Troy  to  New-York  are  seldom  over  §  1  50  per  ton,  all  char- 
ges included,  and  $2  per  ton  at  the  highest — and  frequently 
much  less  from  New- York  to  Troy.  With  these  data  before 
us,  it  is  unreasonable,  in  my  judgment,  to  expect  to  "  secure 
to  the  rail  road  the  carriage  of  all  the  flour  between  Albany 
and  Boston,"  or  any  part  of  it. 

I  refer  to  Mr.  Tredgoold  again,  pages  141,  142,  to  deter- 
mine whether  the  tolls  to  be  expected  from  the  road,  inclu- 
ding all  the  transportation  calculated  upon,  intermediate  be- 
tween the  two  places,  can  reasonably  be  expected  to  produce 
an  income  adequate  to  the  payment  of  the  interest  on  the 
out  lay  for  making  the  road,  repairs,  superintendence,  <Scc. 

After  stating,  p.  141,  that  the  average  cost  of  a  proper 
rail-road,  with  double  setts  of  tracks,  like  the  road  proposed 
to  be  built  in  this  case,  will  not  be  less  than  £5000  per  mile, 
(the  present  rate  of  interest  being  assumed  at  3^  per  cent, 
per  annum.)  i:  the  amount  of  annual  rent  per  mile,  ought 
to  be  £117  nearly"  ;  and  after  stating  further  in  illustration, 
and  to  shew  the  quantity  of  transportation  required  to  make 
the  undertaking  a  saving  one,  he  states,  page  142:  "  The 
preceding  examples  will  afford  some  idea  of  the^uantity  of 
tonnage  necessary  to  render  a  rail-road  a  profitable  specu- 
lation ;  and  to  make  the  extent  of  trade  more  easily  under- 
stood by  using  a  measure  as  evident  to  the  sense  as  possi- 
ble, it  will  require  142  wagons,  carrying  three  tons  each,  to 
pass  the  whole  length  of  the  line  every  day,  to  pay  the  tolls. 


13 


#at  one  penny  per  ton  per  mile.  But  only  71  wagons  will 
be  required  to  pay  the  tolls,  at  two  pence  per  ton  per  mile. 
Two  pence  per  ton  per  mile,  ought  to  be  the  utmost  that 
should  be  charged  for  tolls  on  the  cost  of  a  rail-road ;  and 
therefore,  whenever  a  greater  tonnage  than  200  tons  per 
day  cannot  be  estimated  upon  with  tolerable  certainty,  there 
will  be  very  little  chance  of  a  rail-way  being  a  profitable 
speculation." 

Now,  if  it  be  required  that  200  tons  should  pass  "  the 
whole  length  of  the  line  every  day,"  or  upon  every  section 
of  the  road  daily,  or  73,000  tons  yearly,  paying  two  pence 
sterling  per  ton  per  mile  tolls,  in  order  to  make  it  a  saving 
concern,  it  will  require  that  400  tons  should  in  like  manner 
pass  on  it  daily,  or  146,000  tons  yearly,  paying  one  penny 
sterling  per  ton  per  mile  ;  or  180,246  tons,  paying  1|  cent 
per  ton,  as  upon  our  canals ;  or  540,740  tons,  paying  half  a 
cent  per  ton  ;  or  one  dollar  per  ton  for  the  whole  distance, 
as  estimated  to  be  paid  on  flour  and  all  other  commodities, 
from  Albany  to  Boston :  See  page  40  and  page  23  of  the 
Report. 


The  estimated  tonnage  by  the  Boston  report,  to 

be  secured  to  the  rail-road,  is,  to  and  from  Al-  Tons. 

bany,  Troy  and  Boston,   28,902 

From  the  county  of  Berkshire,  now  going  to  and 

from  Albany,  T roy,  Hudson  and  Hartford,  ....  18,475 

From  Hampden  county,  now  principally  to  and 

from  Hartford,   12,857 

Hampshire  county,  to  and  from  Hartford  and  Bos- 
ton,  13,689 

Franklin  county,  principally  to  Boston,   4,929 

Worcester  county,  now  going  principally  to  Pro- 
vidence and  Boston,  the  one  half  of  27,951  tons, 

or,.,   13,975 


92,827 


14 


Also  to  and  from  the  adjoining  states,  Vermont  on 
both  sides  of  the  Green  Mountains,  New-Hamp- 
shire and  Connecticut,  

But  as  this  estimated  transportation  is  all  of  it,  ex- 
cepting the  first  item,  to  pass  over  only  a  part  of 
the  line,  and  to  be  taken  up  and  put  down  at 
the  several  intermediate  places  along  the  line, 
one-third  part  of  the  aggregate  amount  may  be 
deducted  on  that  account,  or,  

Leaving  

As  to  the  first  item,  if  the  whole  of  it  is  not  to  be 
deducted  in  consequence  of  the  transportation 
being  dearer  on  the  road  than  by  water,  it  will 
be  conceded,  no  doubt,  that  the  estimates  for 
this  item  were  made  up  from,  and  based  upon 
the  estimated  quantity  of  commodities  of  all 
sorts,  coming  from  and  going  to  all  the  ports 
and  places,  as  well  westerly  as  easterly  of  Cape 
Cod  in  Massachusetts,  including  Rhode-Island; 
and  including  that  no  inconsiderable  portion  of 
it,  brought  from  all  the  small  ports  and  fishing 
places  direct  to  the  Xew-York  market,  and 
about  as  cheap  as  it  could  have  been  carried  to 
Boston,  and  from  Xew-York  brought  to  Albany 
and  Troy  by  our  return  sloops,  at  the  most  mo- 
derate freights  ;  and  including  also  another  con- 
siderable portion  of  it,  brought  direct  to  Albany 
and  Troy  by  eastern  vessels  belonging  to  the 
several  small  ports  in  the  eastern  states  :  And  of 
which  estimate,  taken  altogether,  not  more  than 
one  quarter  or  one  third  came  from  Boston;  so 
that  it  will  be  a  liberal  allowance  to  say  one 


15 


f    third  of  this  trade  was  with  Boston ;  therefore 

deduct  two-thirds  of  that  item,  or,   19,268 

49,284 

Add  to  this  the  two  dollar  tolls  to  be  paid  by  each 
passenger  carried  in  stage  wagons  on  the  road, 
as  estimated  in  the  report,  p.  38,  it  will  be  found 
to  be  equal  to  the  transportation  of  15,650  tons 
of  other  commodities  paying  tolls  at  the  rate  of 
1^  cent  per  ton  per  mile,  and  less  than  one  pen- 
ny sterling  per  ton  per  mile,.   15,650 

And  wre  have  for  the  rail-road   64^934 

tons,  or  about  one-third  the  tolls  required  by  Mr.  Tredgoold 
to  make  it  a  safe  or  saving  undertaking. 

It  may,  moreover,  still  be  matter  of  doubt  whether  the 
trade  and  transportation  which  has  hitherto  centered  in  the 
several  places  mentioned  in  the  estimates,  other  than  Boston 
and  Albany,  will  be  drawn  off  from  those  places  to  Boston, 
by  means  of  the  rail-road,  as  is  expected :  and  more  espe- 
cially from  places  not  more  distant  than  the  nearest  point  on 
the  rail-road.  But  very  little  of  that  part  of  it,  expected  to 
come  from  the  west  side  of  the  mountains  of  Vermont,  I 
should  think,  can  be  reasonably  counted  upon,  as  it  would 
have  to  be  carried,  the  most  of  it,  farther,  as  the  road  is  now 
likely  to  be  laid,  to  get  to  the  road,  than  to  the  Hudson  river. 
And  it  is  questionable  whether  some  further  deduction,  rath-  * 
er  than  additions,  ought  not  to  be  made  from  the  estimates, 
for  those  places  near  where  the  road  is  to  cross  the  Far- 
mington  and  Blackstone  canals. 

But  every  thing  in  this  country,  in  relation  to  rail-roads, 
their  usefulness  and  productiveness,  as  well  as  the  cost  of 
their  construction,  are  at  best  but  matters  of  speculation,  to 
be  tested  by  time  and  experience.  As  it  regards  the  road 
now  under  consideration,  if  called  upon  to  advise  in  which 


% 


16 


of  the  three  modes  mentioned  in  the  act  of  15th  April  last, 
it  would  be  advisable  for  the  state  to  comply  with  its  engage- 
ments, I  should  have  no  hesitation  in  advising  that  the  con- 
struction of  the  road  should  be  left  to  the  enterprise  and 
powerful  resources  of  the  state  of  Massachusetts. 

While  dissenting,  for  the  reasons  above  stated,  from  the 
estimates  of  the  Massachusetts  gentlemen,  as  well  in  regard 
to  the  probable  cost  of  constructing  the  road,  as  in  regard  to 
the  capacity  of  rail-roads  for  cheap  transportation,  compar- 
ed with  canals  or  tide  water  navigation ;  and  as  to  the  pro- 
bable quantity  of  transportation  to  be  done  on  the  road,  and 
of  income  expected  from  it,  I  have  still  to  assure  you,  that  I 
recollect  with  great  satisfaction,  the  harmony  and  good  feel- 
ing which  has  pervaded  our  intercourse  in  performing  the 
duties  confided  to  us ;  and  remain,  with  sentiments  of  great 
respect  for  yourselves  and  for  the  Massachusetts  gentlemen, 
with  whom  we  have  acted, 

Your  friend  and 

Most  ob't.  servant, 
GEORGE  TIBBITS. 

P.  S.  See  Tredgoold,  table  6,  page  169. 
The  same  moving  power  will  move  on  a  canal,  at  the  rate 
of  2 \  miles  an  hour,  500  tons  ;  and  on  the  rail-road  1 15  tons, 
or  more  than  41  tons  on  the  canal,  to  one  on  the  rail-road. 
At  the  rate  of  3  miles  an  hour,  243  tons ;  and  on  the  rail- 
road 92  tons,  or  2\  tons  on  the  canal  for  one  on  the  road. 
At  the  rate  of  Si  miles  an  hour,  153  tons;  and  on  the  rail- 
road 82  tons,  or  more  than  If  tons  on  the  canal,  to  one  on 
the  road. 

M.  Sganzin  states,  page  179,  "from  calculations  it  ap- 
pears, that  one  horse  will  draw  10  times  as  much  upon  a  rail- 
way as  upon  a  good  road.  And  upon  a  canal  a  horse  will 
draw  30  times  as  much,  when  the  horse  moves  at  the  rate  of 


#  2£  miles  an  hour ;  consequently  a  canal  is  the  most  advan- 
tageous mode  of  conveyance. " 

Mr.  Woods  states  at  the  foot  of  his  table,  No.  9,  p.  305, 
— "  From  this  we  find,  that  when  the  rate  of  speed  is  about 
two  miles  an  hour,  the  quantity  of  goods  which  a  horse  will 
convey  upon  a  canal,  is  three  times  that  which  he  can  con- 
vey upon  a  rail-road." 

I  find  moreover,  upon  inquiry,  from  a  number  of  respecta- 
ble persons  concerned  in  transportation  upon  the  canals,  that 
the  usual  rate  of  moving  with  loads,  is  at  the  rate  of  about  2 
to  2\  and  3  miles  an  hour.  The  day  and  night  boats  calcu- 
late to  go,  with  relays  of  horses,  60  miles  in  24  hours  ;  which 
is  2|  miles  an  hour ;  but  allowing  for  passing  the  locks  and 
detentions  by  passengers,  &c.  it  may  be  3  miles,  or  there- 
abouts. 

The  foregoing  being  comparisons  of  capacities  of  level 
rail-roads  with  canals  for  transportation,  further  allowances 
are  to  be  made  in  favour  of  canals  and  against  the  rail-road 
in  question,  on  account  of  its  numerous  and  considerable  de- 
viations from  a  level. 

Rail-roads,  however,  being  greatly  superior  to  any  other 
mode  of  land  transportation,  will  no  doubt  facilitate  transpor- 
tation from  the  interior  of  Massachusetts,  both  to  the  Hudson 
and  New- York  on  the  one  hand,  and  Boston  on  the  other ; 
and  the  anticipations  of  our  Boston  friends  will  probably  be 
realized  in  regard  to  stage  passengers. 

Among  other  considerations  for  the  construction  of  this 
road,  it  is  presumed  to  have  been  intended  by  the  legislature 
that  it  should  be  so  located,  if  practicable,  as  to  afford  to  the 
cities  of  Hudson,  Albany  and  Troy,  a  participation  in  its  ad- 
No.  113.  3 


18 

vantages.  And  the  undersigned  has  to  express  his  regret  ( 
that  a  unanimous  recommendation  of  this  board  could  not  be 
obtained,  to  make  the  northern  termination  of  the  road  at  the 
city  of  Troy,  thence  continuing  along  the  eastern  shore  of 
the  Hudson  to  opposite  Albany,  to  take  in  the  trade  of  that 
city,  thence  following  the  route  recommended  by  the  Boston 
directors,  with  a  branch  from  Chatham  to  the  city  of  Hud- 
son. 

GEORGE  TIBBITS. 


t 


DOCUMENTS 
Accompanying  commissioners'  report, 

 ~vl/M>>  

To  Messrs.  Baldwin,  Tibbits  and  Wiswall, 

Rail  Road  Commissioners* 

Gentlemen — 

The  accompanying  maps  and  profiles,  descriptive 
survey  and  estimates,  are  the  result  of  surveys  made  under 
your  particular  direction,  which  are  respectfully  submitted 

by 

Your  obedient  and  humble  servant, 
Wm.  C.  YOUNG, 

Engineer. 

Albany,  6th  February,  1829. 


BOSTON  AND  HUDSON  RIVER  RAIL-ROAD 
SURVEYS. 

In  connecting  the  several  routes,  in  order  to  a  compari- 
son of  distances,  it  will  be  necessary  to  premise*  that  the 
route  adopted  from  Boston  westerly,  passes  through  Worces- 
ter and  West  Springfield,  crossing  the  mountain  in  the  town 
of  Washington,  to  a  point  on  the  Housatonic  river  in  the 
town  of  Dalton  ;  from  whence  it  was  determined  that  practi- 
cable routes  could  be  obtained,  north  through  the  valley  of 
the  Hoosac  to  the  state  line  at  Pownal  bridge,  and  south 
through  Pittsfield  to  the  state  line  at  West  Stockbridge:  a 
continuation  of  which  routes  within  the  state  of  New- York, 
to  the  Hudson  river,  was  made  the  object  of  the  following 
reported  surveys. 

Routes  Surveyed. 

After  a  topographical  examination  of  the.  country,  from 
the  designated  points  in  the  state  line,  a  particular  survey 


20 


was  made  from  Pownal  bridge  along  the  valley  of  the  river  < 
into  the  town  of  Hoosac,  where  it  was  left,  crossing  Shin- 
glerhollow,  or  Potters-hill  into  Pittstown,  and  passing  along 
the  drowned  lands'of  Brunswick,  and  the  valley  of  the  Poes- 
ten-kill  to  the  Hudson  river  at  the  city  of  Troy. 

And  from  the  state  line  at  West  Stockbridge,  through 
Canaan,  Chatham,  Kinderhook  and  Stuyvesant  to  Scho- 
dack  landing;  thence  along  the  Hudson  river,  through  Cas- 
tleton  and  Greenbush  to  the  ferry-wharf  opposite  the  city  of 
Albany. 

A  branch  from  this  route  at  Chatham  Four-corners,  passing 
the  Ghent  meeting-house,  through  the  Squampomic  and 
Claverack  vallies  to  the  city  of  Hudson,  was  also  surveyed: 
maps  and  papers  of  which  are  herewith  submitted. 

A  partial  survey  of  a  route  from  Pownal  bridge,  following 
the  valley  of  the  Hoosac  river  to  Viele's  bridge,  thence  along 
the  general  direction  of  the  Schaghticoke  and  Lansingburgh 
road,  was  made  and  abandoned,  in  consequence  of  a  num- 
ber of  large  ravines,  and  the  impracticability  of  locating  the 
road,  on  inclinations  within  the  prescribed  limits. 

The  survey  of  Lebanon  valley  route  was  also  abandoned 
after  a  particular  survey  of  Lebanon  hill,  the  elevation  and 
formation  of  which,  from  Whiting's  pond  to  Lebanon  meet- 
ing-house, offered  insurmountable  obstacles  to  the  construc- 
tion of  a  rail-road  on  the  proposed  plan. 

Remarks  Explanatory  of  Maps. 

The  full  red  line  designates  the  trace  of  the  survey  and 
proposed  location,  and  on  which  is  placed  the  distance  in 
miles  from  the  Hudson  river. 

The  brush  lines  or  shade,  should  convey  some  general 
idea  of  the  formation  of  the  country:  the  different  degrees 
of  slope  of  the  side  hills  must  be  estimated  from  the  differ- 
ence of  shade. 

The  full  red  line  on  the  profile,  designates  the  practica- 
ble inclination  upon  which  the  road  might  be  constructed, 
and  from  its  relative  situation  to  the  black  and  shaded  line, 
the  extent  of  excavation  and  embankment,  and  the  facilities 
of  crossing  streams  should  be  estimated. 

The  horizontal  dotted  lines,  commence  and  terminate 
with  the  changes  of  inclination  ;  the  distance  and  difference 


21 


t  of  level  between  these  changing  points,  are  in  black  and 
red  figures  placed  in  the  right  angles  of  the  dotted  lines. 

The  larger  size  of  red  figures  are  the  stations  of  reference 
in  the  description  of  the  suivey. 

The  scale  of  horizontal  distances,  10  chains  to  the  inch, 
and  of  elevations,  40  feet  to  the  inch,  rendered  necessary 
a  form  in  sheets ;  each  embracing  a  section  of  3  miles,  ex- 
cepting where  it  became  convenient  to  show  the  relative 
situation  of  important  points. 

DESCRIPTIVE  SURVEY. 

Northern  or  Troy  Route. 

Beginning  at  the  wharves  at  the  foot  of  Jacob-street,  in 
the  city  of  Troy,  conveniently  located  for  canal  and  river 
business,  the  survey  was  conducted  through  Jacob  to  the 
head  of  Grand  Division-street ;  thence  in  a  distance  of  20 
chains,  to  a  point  in  rear  of  Mr.  Tibbits'  house,  and  head  of 
rapid  slope,  an  ascent  of  100  feet  was  made,  requiring  a  cir- 
cuitous route  on  the  side  hill,  increasing  the  distance  1  mile 
to  overcome  this  elevation,  on  an  inclination,  rating  80  feet 
per  mile,  "the  maximum  limit." 

From  this  point  the  profile  commences,  and  the  survey  con- 
tinues over  sloping  ground  and  16  chains  of  precipitous  rock 
bank,  (from  8  to  25  feet  too  high)  to  Viele's  bridge,  2\  miles 
from  the  wharf,  (including  the  circuit)  ascending  at  the  rate 
of  80  feet  per  mile. 

From  Viele's  bridge  the  course  lies  along  the  valley  of  the 
Poesten-kill  5  miles,  to  the  junction  of  a  brook  near  Mill- 
town,  which  was  then  followed  1 1  miles  to  what  may  be  term- 
ed the  foot  of  the  drowned  lands,  near  Daniel  Simmons'. 

The  irregularities  in  the  formation  of  the  country  along 
the  valley  of  the  Poesten-kill,  rendered  it  impossible  to  trace 
a  probable  line  of  location  on  a  preliminary  survey  ;  there- 
fore, after  determining  the  distance  and  difference  of  eleva- 
tion betwreen  the  extremes  of  this  section,  and  comparing  the 
rate  of  inclination  (41.69  feet  per  mile)  with  the  several 
points  noted  during  the  progress  of  the  survey,  it  is  pre- 
sumed a  location  may  be  made  along  the  side-hill,  generally 
above  the  immediate  irregularities  of  the  bank  of  the  creek, 
on  an  inclination  varying  between  30  and  60  feet  per  mile. 

Some  extent  of  bluff  rock,  steep  gravel  bank  and  clay  side- 
hill  would  have  to  be  encountered  through  a  distance  of  5 


22 


miles  from  the  bridge  :  the  profile  will  show  the  relative  situ-( 
ation  of  the  bed  of  the  creek  to  the  average  inclination  of 
this  section. 

From  the  foot  of  the  drowned  lands,  after  crossing  and  re- 
crossing  the  small  brook  bordered  by  a  few  chains  of  low 
marsh,  a  point  of  gravel  and  loam  land  on  a  Mr.  Eddy's 
farm,  was  struck  and  followed  along  the  margin  of  the  hard 
and  meadow  land,  passing  a  summit  swamp  near  Apperly's 
inn,  and  crossing  a  small  brook,  where  the  road  now  crosses, 
to  the  rising  land  that  borders  the  east  side  of  a  swamp,  and 
head  waters  of  the  Tomhannoc  creek,  where  through  the 
Bornt  farms,  the  surface  is  somewhat  irregular  and  stony  1 
mile  to  Indian  brook;  from  whence  sloping  ground  was  fol- 
lowed along  the  valley  of  a  small  brook  passing  Carr's  or 
Kelley's  summit,  on  to  a  plain,  crossed  to  Holsted's  brook, 
after  passing  which,  along  a  side-hill,  crossing  a  valley  and 
brook  north  of  Holsted's  farm,  and  the  creek  at  Norton's 
mill,  to  its  north  bank,  S|  miles  ;  having  ascended  in  this  dis- 
tance from  the  foot  of  the  drowned  lands  48  feet,  which 
might  be  equally  distributed,  making  the  inclination  ascend- 
ing at  rate  of  5.65  feet  per  mile. 

Throughout  this  section  there  are  no  obstacles  to  the  great- 
est facilities  in  constructing  a  road,  except  in  passing  Nor- 
ton's creek  32  feet  above  the  mill  dam,  by  a  short  bridge  and 
embankment. 

From  this  a  gravel  ridge  was  followed  a  few  chains,  and 
the  outlet  of  a  swamp  15  feet  too  low,  passed  over  to  a  side- 
hill,  followed  to  Pittstown  summit,  §  mile  from  Norton's  mill ; 
having  ascended  at  the  rate  of  40  feet  per  mile,  and  allow- 
ed for  this  summit  to  be  reduced  10  feet  by  cutting  through 
a  narrow  ridge. 

From  Pittstown  summit,  passing  a  little  to  the  west  of  the 
white  meeting-house  at  the  Four  Corners,  the  survey  was 
continued  over  a  broken  country,  crossing  a  valley  near  Sher- 
man Eddy's,  15  chains  wide,  and  from  15  to  25  feet  too 
low,  to  Wadsworth's  inn,  2|  miles  on  a  level. 

Thence  ascending  at  the  rate  of  16  feet  per  mile,  |  of  a 
mile,  passing  over  a  broken  and  rocky  surface,  crossing  War- 
ren's mill  dam,  and  re-crossing  the  brook,  near  and  above 
the  head  of  the  dam,  to  the  foot  of  the  hill  and  termination 
of  the  21st  mile. 

From  where  the  maximum  rate  of  ascent  directed  the 
trace  of  the  survey  over  sloping  ground,  generally  of  a  re- 


23 


tgular  surface,  3  miles  and  64  chains  to  near  the  summit  of 
Shingle-hollow,  which  was  then  crossed,  by  ascending  7 
feet  in  16  chains,  (to  Lawton's  meadow  and  summit,  862 
feet  above  the  plain  of  Troy)  and  descending  14  feet  in  the 
following  24  chains  to  station  No.  3,  and  head  of  rapid  de- 
scent. 

From  whence  the  maximum  rate  of  inclination  descend- 
ing, directed  the  line  of  the  survey  5  miles  to  Mr.  Reynolds' 
house  in  Petersburgh,  passing  along  a  side-hill,  crossing  a 
brook  at  McCoy's  mill,  and  descending  its  valley  to  the  ter- 
mination of  the  27th  mile  on  Owl  creek,  above  Hayne's  ta- 
vern ;  from  where  through  a  distance  of  l£  miles,  to  op- 
posite Mrs.  Shaw's  inn,  the  location  would  be  along  and 
much  elevated  on  the  side  of  a  broken  rock,  clay  and  gravel 
bank,  or  steep  side-hill,  offering  a  considerable  obstacle  to 
the  construction  of  a  road,  which,  together  with  |  mile  of 
steep  rock  side-hill,  from  Bussey's  to  Bovey's  ravine,  em- 
brace the  difficulties  of  this  section. 

From  Reynolds'  house  passing  through  Petersburgh  and 
over  a  plain  on  a  level  \  mile,  crossing  the  little  Hoosac  river 
14  feet  above  its  bed,  1  chain  wide  to  its  north  bank. 

Thence  ascending  at  the  rate  of  4.80  feet  per  mile  over  a 
sloping  and  somewhat  irregular  surface  2^miles,  to  the  state 
line  and  level  with  top  of  monument  stone  at  Pownal  bridge> 
33|  miles  from  Troy,  and  elevated  from  it  460  feet. 

Should  the  difficulties  in  overcoming  the  Troy  hill,  sug- 
gest the  expedient  of  an  inclined  plane  to  be  operated  upon 
by  a  water  power,  and  located  along  the  side  hill  and  bank, 
at  the  falls  in  the  creek  below  Viele's  bridge,  passing  the  cot- 
ton factory,  175  feet  might  be  overcome  by  such  means;  and 
in  the  adoption  of  this  plan,  the  total  distance  of  this  route 
would  be  32  miles. 

Southern,  or  Albany  Route. 

Beginning  at  the  Albany  and  Greenbush  ferry-wharf,  as- 
suming the  level  of  the  main  street  of  Greenbush,  ten  feet 
above  the  common  tides,  as  suitable  to  the  river  section,  the 
survey  was  conducted  through  an  unimproved  part  of  the 
village,  to  a  rise  of  hard  meadow  land,  which  was  crossed  to 
the  foot  of  the  hill,  thence  along  the  divison  line  between  the 
high  and  low  lands  of  the  Hudson  river,  10  miles  and  19 
chains  to  station  57,  1  \  miles  above  Schodack  landing. 


24 


This  line  consequent  to  such  localities,  is  somewhat  in- 
dented, which  irregularities  of  surface,  however,  become 
very  light  in  a  line  at  the  foot  of  the  slope,  barely  above  the 
interval  land ;  and  as  the  inclinations  to  favor  such  a  loca- 
tion, would  be  imperceptible  in  their  variations  from  a  prac- 
ticable level,  this  location  at  the  foot  of  the  slope,  keeping 
a  hard  foundation  in  the  clay  and  gravel  soil  should  be  adopt- 
ed. 

The  streams  crossed  offer  no  obstacle  to  the  construction 
of  light  and  permanent  bridges,  elevated  four  feet  above  the 
high  tides;  Murderer's  creek  on  the  7th  mile,  would  require 
a  bridge  about  200  feet  long,  in  order  to  guard  against  the 
rapid  flow  of  water  from  the  hills  during  heavy  rains,  when 
its  south  bank  is  flowed. 

In  passing  some  clay  and  gravel  bluff  points,  some  extent 
of  river  or  facing  wall  would  be  required,  not  having  to  guard 
against,  however,  the  influence  of  freshets,  as  those  of  the 
Hudson  are  lost  near  and  below  Albany. 

From  station  57  an  inclination  (in  order  to  leave  the  val- 
ley of  the  Hudson  river)  was  commenced,  by  ascending  at 
the  rate  of  26.18  feet  per  mile  55  chains,  passing  along  some 
distance  near  the  top  of  a  stony,  clay  and  gravel  bank  of 
the  river  to  station  45,  in  an  orchard  near  Mr.  Johnson's 
house. 

Thence  ascending  at  the  rate  of  66.66  feet  per  mile  48 
chains,  passing  two  ravines,  otherwise  a  favorable  surface,  to 
station  32  near  Ten  Eyck's  house. 

From  this  on  a  level  15  chains  along  the  foot  of  the  hill  to 
station  27,  in  rear  of  Schermerhorn's  store — Schodack 
Landing. 

From  where  the  maximum  rate  of  inclination  ascending 
directed,  the  line  surveyed  along  sloping  ground  1  mile  and 
8  chains  over  a  surface  broken  by  two  narrow  ravines,  (oth- 
erwise favorable)  to  the  bench  mark  on  the  top  of  the  hill, 
and  bank  of  flat-land  brook. 

Thence  crossing  the  brook  and  ascending  at  the  rate  of 
66.66  feet  per  mile  over  the  natural  inclination  of  the  sur- 
face, and  in  the  direction  of  a  small  brook  1  mile  and  10 
chains  to  station  22,  at  the  foot  of  the  Pine  Ridge  in  Stuy- 
vesant. 

From  station  22  sloping  ground  was  followed  over  a  very 
regular  surface  in  a  directon  inclining  to  the  summit  of  the 
ridge,  and  ascending  at  the  rate  of  14.40  feet  per  mile  50 


25 


t  chains  to  its  summit  near  Elijah  Castled,  which  I  have  al- 
lowed to  be  reduced  10  feet. 

From  this  summit  a  descent  was  made  at  the  rate  of  46.14 
feet  per  mile  35  chains  to  the  termination  of  the  15th  mile, 
in  a  summit  swamp  covered  with  a  growth  of  large  timber, 
along  the  dividing  ridge  of  which,  a  stiff  clay  foundation  may 
be  obtained. 

Thence  passing  over  a  little  rising  ground  and  a  brook 
south  of  Jack's  house,  from  where  a  small  brook  was  follow- 
ed to  station  65,  at  Van  Volkenburgh's,  1  mile  and  26  chains, 
on  a  level ;  a  light  undulation  on  this  section  would  admit 
the  location  on  the  natural  surface,  excepting  a  short  dis- 
tance in  crossing  the  brook  near  Jack's  house. 

From  Van  Volkenburgh's  the  course  lies  along  and  above 
the  bank  of  a  ravine,  ascending  at  the  rate  of  36.71  feet  per 
mile  67  chains  to  station  79,  near  T.  Harder's  house,  where 
the  ravine  was  conveniently  crossed,  and  ascending  over  a 
regular  surface  at  the  rate  of  67.79  feet  per  mile  43  chains, 
to  the  post-road  on  the  Kinderhook  plains  near  Mr.  Pultz's 
house. 

From  this  the  plains  were  crossed  by  ascending  6.40  feet 
in  32  chains,  and  descending  6.40  feet  in  the  following  40 
chains,  to  station  101,  near  Mr.  Pinnier's  house;  thence  a 
direct  distance  to  the  bank  of  the  Kinderhook  creek,  was 
found  too  short  to  admit  the  limited  inclination ;  which  ren- 
dered necessary  a  circuit  increasing  the  distance  one-fourth 
of  a  mile,  passing  along  a  side-hill  descending  53  feet  in  72 
chains  to  the  north  bank  of  the  creek,  and  level  7  feet  above 
the  top  of  a  perpendicular  rock  bank  33  feet  above  the  bed 
of  the  creek,  near  and  below  the  mouth  of  the  Voletia  creek, 
1|  miles  north  of  the  village  of  Kinderhook.  The  bridge  to 
pass  this  creek  will  admit  of  a  permanent  stone  construc- 
tion, by  springing  a  semicircular  arch  of  40  feet  radius  from 
the  rock  bed  of  the  creek. 

After  crossing  the  creek  the  survey  was  conducted  to  op- 
posite Wild  &,  Co's.  factory,  40  chains,  ascending  at  the 
rate  of  16  feet  per  mile,  along  the  bank  of  the  creek,  re- 
quiring a  heavy  rock  excavation  ;  thence  68  chains  level  to 
station  60 ;  thence  1  mile  and  29  chains,  continuing  along 
the  bank  of  the  creek,  over  an  irregular  surface,  ascending 
at  the  rate  of  1 1  feet  per  mile,  to  Klina-kill  bridge  at  Peter 
Bain's,  where  the  Klina-kill  would  require  to  be  crossed  by 
a  60  foot  bridge,  1 1  feet  above  its  bed ;  and  4  chains  of  flats 

No.  113.  4 


26 


7  feet  below  the  level,  requiring  a  construction  to  admit  a< 
free  passage  of  water  during  extreme  floods. 

From  this  a  plain  was  passed  over,  ascending  at  the  rate 
of  24.72  feet  per  mile  55  chains,  to  station  71. 

Thence  ascending  Humphrey's  brook  over  a  lightly  undu- 
lating surface,  at  the  rate  of  34.54  feet  per  mile,  1  mile  and 

8  chains,  to  the  termination  of  the  24th  mile. 

From  whence  it  became  necessary  to  ascend  at  the  rate 
of  77.31  per  mile,  1  mile  and  69  chains,  passing  along  sloping 
and  stony  ground  to  Humphrey's  factory ;  thence  crossing 
a  lightly  undulating  field  to  the  side-hill  on  the  north  side  of 
Humphrey's  pond,  followed  to  its  head,  and  to  station  10  at 
the  junction  of  the  Hudson  route  on  the  Union  turnpike, 
half  a  mile  south  of  Groat's,  at  Chatham  Four-corners. 

From  this  point,  the  course  lies  along  the  Stenakill  and  its 
branch,  from  Kellogg's  summit :  the  first  1  mile  and  66  chains 
is  over  a  somewhat  irregular  surface,  passing  in  rear  of 
Groat's  Inn  at  Chatham  Four  Corners,  to  station  197,  on  a 
level. 

From  station  197,  an  ascent  was  made,  at  the  rate  of  70.25 
feet  per  mile,  78  chains  to  Dean's  mill,  passing  over  some 
difficult  ground,  in  10  chains  of  steep  grave  land  stony  side- 
hill,  14  feet  above  its  foot,  and  15  chains  of  precipitous  rock 
bank,  30  feet  above  the  bed  of  the  creek,  and  averaging  10 
feet  too  high. 

From  Dean's  mill,  the  survey  was  conducted  along  the 
road,  on  a  level  29  chains  to  station  165;  thence  ascending 
at  the  rate  of  49.28  feet  per  mile  one  mile  and  32  chains, 
passing  over  the  lightly  irregular  bank  of  the  creek,  to  Dorr's 
clothing  works ;  thence  continuing  along  the  bank  of  the 
creek,  1  mile  and  66  chains,  ascending  at  the  rate  of  14.24 
feet  per  mile,  to  a  road  and  bridge  near  Mr.  Row's. 

From  this,  the  natural  inclination  of  hard  meadow  land 
was  passed  over,  ascending  at  the  rate  of  28.30  feet  per  mile 
65  chains  to  road  and  bridge  at  CrandelPs,  sen. 

Thence  along  the  bank  of  the  creek  to  turnpike  and  brook, 
having  ascended  53  feet  and  passed  over  the  first  \  mile  of 
low  and  hard  ground,  leaving  the  main  branch  of  the  creek, 
from  Whiting's  pond  to  the  east. 

From  this,  a  direct  line  was  taken  to  and  passing  Cran- 
delPs Inn,  ascending  at  the  rate  of  72  feet  per  mile  1  mile 
and  31  chains  over  a  regular  surface  to  Mr.  Cady's  white 
house :  from  where  the  rate  of  ascent  became  65  feet  per  mile, 


27 


9  2  miles  and  64  chains,  to  Kellogg's  summit :  the  first  J  mile 
of  which  is  along  the  valley  and  stony  bank  of  the  brook. 
The  remaining  distance  is  over  a  very  regular  surface. 

From  Kellogg's  summit,  the  direction  of  a  small  brook  was 
followed,  over  a  stony  and  rock  surface,  lightly  irregular,  de- 
scending at  the  rate  of  34.40  feet  per  mile,  1  mile  and  13 
chains  to  station  19,  on  the  point  of  a  gravel  ridge. 

Thence  the  road  may  be  made  level,  2  miles  and  17  chains 
to  the  state  line,  passing  over  a  favorable  surface,  with  the 
exception  of  crossing  two  brooks,  bordered  by  a  few  chains 
of  low  marsh. — Total  distance,  40  miles  and  70  chains. 

A  variation  from  this  line  on  the  last  sheet  was  particular- 
ly surveyed,  passing  Mr.  Douglas's  house,  and  crossing  the 
brooks  below  their  junction,  having  to  encounter  a  rock  side 
hill,  together  with  some  excavation  and  embankment,  offer- 
ing perhaps  a  less  obstacle  than  the  low  ground  on  the  first 
described  route. — Total  distance,  40f  miles. 

From  a  very  recent  opportunity  of  examining  the  result  of 
surveys  made  in  the  fall  of  1827,  by  Mr.  Baldwin  of  Massa- 
chusetts, I  am  of  opinion  that  a  variation  from  this  route  be- 
tween Castleton,  8  miles  below  Albany,  and  Chatham  Four 
Corners,  may  be  preferable,  inasmuch  as  it  shortens  the  dis- 
tance 2  J  miles. 

The  obstacles  to  leaving  die  river  at  Castleton,  are  great- 
er than  at  Schodack,  3|  miles  below.  They  may  be  over- 
come, however,  at  a  less  expense  than  the  cost  of  2|  miles  of 
rail  road.  In  adopting  the  Castleton  route,  the  total  distance 
will  become  38|  miles,  and  Kellogg's  summit,  the  greatest 
elevation  above  the  river,  980  feet. 

Hudson  Route, 

The  plain  of  Hudson,  and  level  of  the  ground  at  the  Pres- 
byterian church  was  found  to  be  67  feet  above  the  wharves, 
and  13  chains  from  Front-street,  requiring  an  inclination  5 
times  greater  than  the  maximum  inclination  on  other  parts  of 
the  route,  to  communicate  between  those  points. 

From  the  church,  the  survey  was  conducted  through  Par- 
tition-street, and  the  upper  part  of  Union,  crossing  Warren- 
street,  near  and  above  the  Public  square,  1  mile  to  station 
260,  at  the  junction  of  the  roads  above  the  furnace,  having 
ascended  80  feet  from  the  church. 

Allowing  a  location  on  an  inclination  of  80  feet  per  mile, 
a  portion  of  Partition-street  would  be  found  too  low,  and 


28 


Warren-street,  where  crossed.  15  feet  too  high,  requiring  af 
heavy  excavation  through  a  distance  of  15  chains  of  clay. 

Continuing  from  the  junction  of  roads,  and  ascending  at  the 
rate  of  22  feet  per  mile,  29  chains,  over  a  surface  favorable 
to  the  construction  of  a  road,  to  the  Albany  turnpike  and 
summit. 

Thence  in  a  southerly  direction,  crossing  the  Union  turn- 
pike, and  through  a  lightly  undulating  field,  descending  at  the 
rate  of  16.55  feet  per  mile,  58  chains  to  the  west  corner  of  a 
wood  lot ;  from  where  the  rate  of  descent  became  52.57  feet 
per  mile,  35  chains  to  the  west  bank  of  the  Claverack  creek. 

In  crossing  the  Claverack,  (the  bed  of  which  is  1 J  chains 
wide,)  a  construction  would  be  required  8  chains  long,  to  al- 
low the  free  passage  of  a  current  of  four  feet  water,  covering 
the  low  flats  during  heavy  freshets.  A  location  seven  feet 
above  the  flats,  would  admit  a  construction  secure  from  the 
influence  of  floods. 

From  the  creek,  an  ascent  was  made  along  sloping  ground, 
at  the  rate  of  69.33  feet  per  mile,  30  chains  to  station  226  ; 
from  wThere  the  natural  inclination  of  a  plain  was  passed  over, 
ascending  30  feet  in  1  mile,  to  station  213,  north  of  the  vil- 
lage of  Claverack,  and  from  where  it  would  be  required  to 
cut  through  a  rise  8  feet  too  high  to  admit  a  level  from  this, 
43  chains  to  station  204,  on  the  plain  south  of  the  village. 

From  this,  the  course  lies  across  Meesick's  summit,  over 
an  undulating  surface  to  station  174,  on  the  hill  above  Gen. 
Van  Rensselaer's  mills.  The  first  44  chains  of  this  section  is 
ascending,  at  the  rate  of  80  feet  per  mile,  to  Meesick's  sum- 
mit, allowed  to  be  reduced  12  feet,  the  latter  1  mile  and  22 
chains  is  represented  level,  requiring  some  excavation  and 
embankment. 

The  cutting  down  of  this  summit,  and  other  excavation 
and  embankment,  may  be  rendered  unnecessary,  by  allowing 
some  undulations  of  moderate  inclination  in  the  road. 

From  station  174,  the  survey  was  continued  over  ground 
moderately  sloping  to  the  creek,  and  ascending  at  the  rate  of 
25.64  feet  per  mile,  78  chains  to  junction  of  roads,  at  G.  Mil- 
ler's house  ;  from  where,  ascending  at  the  rate  of  5.88  feet  per 
mile,  passing  over  a  favorable  surface,  3  miles  and  32  chains 
to  Peter  Pulver's ;  thence  continuing  over  a  favorable  sur- 
face, ascending  at  the  rate  of  10.98  feet  per  mile,  2  miles  and 
22  chains  to  station  84  in  road,  above  Holsopple's  inn ;  thence 


29 


along  the  road,  ascending  at  the  rate  of  28.18  feet  per  mile, 
1  mile  and  16  chains  to  the  Ghent  meeting-house. 

From  the  meeting-house,  a  gentle  slope  at  the  foot  of  a 
hill  was  followed,  crossing  and  continuing  on  the  west  bank 
of  a  brook,  passing  Doctor  Pugley's  house,  over  a  stony  and 
regular  surface,  ascending  at  the  rate  of  68  feet  per  mile,  60 
chains  to  the  termination  of  the  15th  mile  ;  thence  ascending 
at  the  rate  of  35.88  feet  per  mile,  1  mile  and  56  chains,  leav- 
ing the  sources  of  the  Claverack,  and  crossing  the  Klina-kill, 
75  feet  wide,  and  15  feet  above  its  bed,  near  and  below  the 
present  road  bridge  ;  thence  continuing  to  Z.  Coffin's  house. 

From  whence,  the  course  of  the  Union  turnpike  was  fol- 
lowed 1  mile  and  24  chains,  ascending  at  the  rate  of  16.92 
feet  per  mile,  to  the  junction  with  the  Albany  route,  at  Chat- 
ham Four  Corners. — Total  distance,  18  miles,  and  elevation 
from  the  Hudson  wharves,  450  feet. 


— - 


( 


INCLINATIONS  AND  DISTANCES  RECAPITULATED. 

FROM  TROY  TO  STATE  LINE  AT  POH  XAL  BRIDGE. 


of  Jacob,  and  level  of  River-street,  to 
near  Daniel  Simmons'  and  foot  of  dr( 
"     Norton's  law-mill,  Fittslown,  . . . 


Wadsworth's  tavern  on  Hoosac  road  

head  of  Warren's  d3m  and  termination  of  21: 

a  cross  road  in  Shingle  Hollow  

Lawton's  meadow  and  summit,  

Station  3,  and  head  of  rapid  slope  

Mr.  Reynold's  house  at  foot  of  hill,  Petersbu 

cast  hank  of  Little  Hoosac  river,  

state  line  at  Pownal  bridge  


Total  c 
1  i  miles,  leaving,  , 
i  in  Dalton  


2.40 
:::!.  2; 


I  distance  to  Dalton, 


,:.o  mi-ht  be  substituted  on  tins  section, 
be  practicable  between  30  and  fill. 
Norton's  brook  crossed  :<■>  feet  above  water  in  dant. 
This  summit  to  be  reduced  to  10  feet. 
Over  a  broken  surface. 
Rocky  and  irregular  surface. 
Over  sloping  ground  ;  lightly  irregular. 
Large  stone  ami  spring) .  S(i2  fen  above  Troy. 

2  miles  of  this  is  over  steep  and  broken  bank  and  side 
Over  hard  meadow  land  and  cross  river. 

e,  160  feet  above  Troy. 


FROM  ALBANY  TO  STATE  LINE  AT  WEST-STOCKBRIDGE. 


1  Mlkenl.i 

n  79,  ne: 
87,  po 


line,  by  way  of  Sc  Inula*  I,, 


IV, mi  Albatn  to  Dalton,. 


70.25 
m.2^ 


hnalioii  will  I. nor  the  lo<  ai 


i  narrow  ravines,  side  lull, 
nit  to  be  cut  down  10  b  et. 


Level  40  feet  above  bed,  33  of  which  is  perpendicular  r 


.kin  _■  ;,n  i 
This  section 


ek,  and  good  building  m,,iu  . 


presents  the  greatest  obstacle  met  wttl 

The  banks  ol  tin-  it,  ,1,  will  nl, I  a  considerable  tot 
of  excavation,  the  rutting  down  of  which,  how.  v 
easy  operation. 


900  feet  above  river. 
Level  of  old  road  in  , 


/S6.23 

V  TO  CHAT 


Level. 
Level. 


Level. 
Tc'vei.' 


width  of  valley,  7  feel  above  low  ilals. 

t  of  8  leet  to  obtain  this  level. 

it  lobe  cut  down  12  feet. 

ion  on  this  section  will  admit  the  summ 


Cross  Klina-Kill  I, (  low  road  In  ul^ 
Total  elevation  above  vvb.nf  l",li  ft 


Tvvtal  distance  from  Hudson  to  Dalton, 


51... 


"RtcaxntaAation  of  Inclinations  and  Distances. 


.Yorthem  or  Troy  Route. 


1 1  miles  and  24  chs 

at  t  Hp  ra  1  p  n I 

80  ft.  pr.  mile. 

7  " 

u 

24 

M 

(< 

'r)  rn  .r<0 

H 

U  m 

16 

M 

M 

<< 

30  to  40 

U  l* 

(4 

60 

« 

u 

M 

10  to  20 

ft 

00 

« 

H 

H 

1  to  10 

ti 

60 

M 

level. 

66 

(t 

24 

(( 

Southern  or  Albany  Route. 

1   m  1 1  p 

ukjl 
dilu. 

8  chs.  at  the  rate  of 

80  ft  t 

NY"       T-r-.  1  a 

4  " 

(( 

IS 

m 

from  70  to  80 

H 

0 

pi 

5 

« 

M 

a 

60  to  70 

i  ; 

1  " 

a 

72 

<< 

u 

u 

50  to  60 

H 

1  " 

a 

67 

U 

<< 

a 

40  to  50 

a 

2  " 

u 

8 

<< 

U 

30  to  40 

u 

2  " 

m 

15 

M 

<< 

(< 

20  to  30 

•  • 

5  " 

a 

17 

ii 

M 

10  to  20 

16  " 

u 

20 

■ 

level. 

40  * 

u 

70 

If 

Hudson  Route. 

0  miles  and  13 

chs 

1  " 

u 

44 

u 

at  the  ra:e  of 

80  ft.  r 

r.  mile* 

2  " 

« 

29 

M 

« 

from  70  t:  SO 

M 

3  « 

u 

74 

« 

■ 

<; 

60  to  70 

■ 

2  « 

m 

67 

<< 

P 

40  to  60 

(i 

7  " 

€t 

7 

<< 

<< 

20  to  40 

<< 

15  ■ 

it 

7 

M 

under  20 

H 

33  " 

it 

1 

u 

Total  distance  from  Trov  to  Daiton,  65  ru:les  and  37 

chains. 

m 

U 

M 

Albany  to  ■ 

56 

23 

u 

U 

U 

Hudson  to  '; 

51 

48 


ESTIMATE  of  the  probable  cost  of  a  double  rail-road  front  ( 
Albany  to  the  state  line  at  West  Stockbridge,  40}  miles  on 
the  plan  of  continuous  trench-walls^  railstone  and  plate 
rails. 

For  one  stone  bridge,  semicircular  arch  40  feet  ra- 
dius, (Kinderhook)  $4,875 

5  bridges,  equal  to  400  feet  long,  with  stone 

piers  and  abutments,   2,306 

miles  grubbing,  30  feet  wide,   1,950 

15  culverts,  4  feet  radius,     3,000 

19  culverts,  2  feet  radius,   • . .  2,280 

27  square  culverts,   1 ,350 

35  passing  places  over  common  roads,   700 

2,000  cubic  yards  facing  wall,   2,000 

33,000  do     do    rock  excavation,   23,100 

120,000  do     do    extra  embankment,   18,000 

75,000  do     do    extra  excavation,   7,500 

forming  the  ground  to  the  proper  slope  and  in- 
clination, after  the  particular  obstacles  are  re- 
moved, and  where  the  bed  of  the  road  is  along 
the  general  surface,  having  to  overcome  the 

light  irregularities,  $1,500  per  mile,   61,125 

Total  cost  for  excavation,  embankment,  bridges,  cul- 
verts, &,c.  of  40f-  miles,.  •..  $128,186 

Total  expense  for  grading  per  mile,  $3,121 

Add  for  trenches,  trench  walls,  &,c   1,956 

railstone,  cut,  drilled  and  set,   7,064 

iron  plates,  with  holes  and  nails,   2,552 

Total  per  mile,   14,693 

Add  10  percent  for  a  contingent  fund,  to  be  particu- 
larly applied  to  superintendence,  forming  horse 
path  and  drawing  the  trenches,   1,469 

Total  cost  per  mile, ... .  $  1 6, 1 62 

Total  cost  for  the  section  within  the  state  of  New- 
York,  $658,601 

It  is  presumed  that  much  reliance  can  be  placed  upon  the 
stability  of  this  mode  of  construction,  and  that  the  estimates 
will  cover  the  cost  of  its  faithful  execution. 

Wm.  C.  YOUNG. 


DOCUMENTS 

Referred  to  in  the  accompanying  re= 
port  of  the  commissioners. 

(Copy.) 

Worcester,  Massachusetts,  May  14,  1828. 
Ebenezer  Baldwin,  Esq. 

Sir, — I  have  had  the  honor  to  receive  and  to  lay  be- 
fore the  board  of  directors  of  internal  improvements  of  this 
commonwealth,  your  communication  of  the  7th  inst.  cover- 
ing an  exemplified  copy  of  the  act  of  the  legislature  of  the 
state  of  New-York,  in  relation  to  the  proposed  rail-road, 
from  the  city  of  Boston  to  the  Hudson.  The  enlightened 
and  liberal  spirit  of  your  government,  seconded  by  the  effi- 
cient labors  of  its  commissioners,  are  looked  to  for  that  en- 
couragement and  co-operation  which  will  give  success  to 
the  accomplishment  of  an  enterprise  promising  the  most 
important  results  to  the  interests  of  both  states. 

At  present,  the  board  of  commissioners  of  Massachusetts 
must  be  engaged  in  the  completion  of  examinations  and  sur- 
veys east  of  Connecticut  river,  which  were  commenced  the 
last  year.  They  have  determined,  however,  as  soon  as  prac- 
ticable to  resume  the  explorations  west  of  the  river,  and  to 
examine  further  and  more  accurately  two  routes  towards 
the  line  of  New- York,  one  by  the  northerly  part  of  the 
town  of  West  Stockbridge,  and  the  other  through  Adams, 
and  by  the  valley  of  the  Hoosac.  The  continuation  of  these 
routes  to  the  Hudson,  they  would  now  respectfully  submit 
to  your  observation,  with  the  suggestion  which  they  beg 
leave  to  make,  that  the  survey  and  examination  of  them,  by 
your  board  need  not  wait  the  opportunity  which  will  be  ne- 
cessary here  to  reach  the  points  of  intersection  through  the 
long  line  of  survey  in  Massachusetts  to  the  boundary  of  the 
state.  Should  it  be  in  your  power  to  commence  your  sur- 
veys, assuming  the  points  of  intersection  on  the  line  between 
the  states  in  the  course  of  the  routes  proposed,  it  would  be 

No.  113.  7 


50 


particularly  agreeable  to  us,  as  the  direction  of  our  surveys 
westward  might  be  influenced  by  the  results  to  which  you 
would  probably  arrive  previous  to  our  passing  the  Con- 
necticut. 

We  solicit  the  honor  of  a  free  communication  on  the  sub- 
ject, and  shall  seek  the  indulgence  of  apprising  you,  from 
time  to  time,  of  our  views  and  the  progress  we  make  in  the 
work  with  which  we  are  charged. 

With  sentiments  of  most  respectful  consideration, 
I  have  the  honor,  &c.  to  be 
Your  obedient  servant, 

LEVI  LINCOLN. 


(  ^py.) 

Boston,  Dec.  1,  1828. 

Ebenezer  Baldwin,  Esq. 

Chairman  of  the  Com.  on  Rail-roads, 
Sir — I  take  this  occasion  on  the  part  of  the  board  of 
directors  for  improvements  by  rail-roads  in  this  state,  to  ac- 
knowledge the  courtesy  of  your  board  in  requesting  your 
engineer,  Mr.  Young,  to  exhibit  to  us  in  this  city,  the  plans 
and  profiles  of  his  surveys,  and  to  communicate  to  us  the 
valuable  information  acquired  by  him  respecting  the  seve- 
ral routes  which  he  has  surveyed.  He  has  given  us  very 
full  and  satisfactory  explanations  of  the  face  of  the  country, 
and  the  facilities  and  obstacles  presented  by  the  several 
routes,  to  enable  us  to  judge  of  the  practicability  of  extend- 
ing within  the  limits  of  your  state,  those  which  have  been 
surveyed  under  our  direction. 

At  a  meeting  of  our  board,  held  on  Saturday  last,  the 
question  of  a  choice  of  routes  was  fully  considered  ;  and  Raf- 
ter a  comparison  of  the  advantages  and  disadvantages  of 
each,  according  to  the  best  of  our  judgment,  votes  were 
passed  expressing  a  preference  of  that  leading  to  Albany, 
and  instructing  Mr.  Baldwin,  our  engineer,  to  make  his  esti- 
mates of  the  cost  of  constructing  the  rail-road  to  the  New- 
York  state  line,  on  that  route.  A  copy  of  these  votes  I  en- 
close. 

You  will  add  to  the  obligations  already  conferred  on  us, 
if  you  will  authorise  and  request  your  engineer  to  furnish  us 
with  copies  of  his  plans  and  profiles  of  the  survey  from 


51 


•Albany  to  the  line  of  this  state,  the  expense  thereof  to  be 
charged  by  him  to  our  board.  Any  information  of  the  results 
of  our  investigations,  which  you  may  wish  to  possess,  we 
will  cheerfully  communicate.  We  hope  to  have  our  report 
in  readiness,  before  the  session  of  our  legislature,  on  the  1st 
Wednesday  in  January,  and  will  take  the  earliest  opportu- 
nity of  forwarding  to  you  a  copy. 

Respectfully 
Your  very 

Obedient  servant, 

NATHAN  HALE, 

Vice-President. 


(  Copy.) 

At  a  meeting  of  the  directors  of  internal  improvements  by 
rail-roads,  held  at  Boston,  Nov.  29th,  1828,  the  following 
proposition  was  adopted : 

A  committee  of  this  board  having  conferred  with  the  b'oard 
of  commissioners  of  the  state  of  New-York,  at  Albany,  in  re- 
ference to  the  several  routes  surveyed  under  their  direction, 
from  the  eastern  boundary  line  of  that  state,  to  the  cites  of 
Troy,  Albany  and  Hudson,  and  this  board  having  examined 
the  plans  and  profiles  of  those  surveys,  submitted  to  them  by 
Mr.  Young,  the  engineer  of  that  board,  and  heard  the  full 
and  satisfactory  explanations  made  by  him,  and  having  also 
examined  the  surveys  made  by  Mr.  Baldwin,  the  engineer 
of  this  board,  from  Dalton  by  the  valley  of  the  Hoosac  river 
to  the  eastern  boundary  of  the  state  of  New- York,  and  from 
Dalton  through  Pittsfield  and  Richmond  to  the  western 
boundary  of  this  state,  and  thence  to  Albany. 

Voted,  as  the  opinion  of  this  board,  that  Albany  is  the 
preferable  point  for  the  termination  of  the  western  rail-road, 
presenting  the  advantages  of  a  greater  market,  a  shorter  dis- 
tance from  Boston,  a  less  change  of  level  in  the  line  of  the 
road,  and  equal  facilites  for  the  construction  of  the  road. 

Voted,  that  Mr.  Baldwin  be  requested  to  make  his  esti- 
mates of  the  cost  of  the  rail-road  as  far  as  the  boundary  line 
of  the  state  of  New- York,  on  the  route  leading  to  Albany. 
Attest, 

NATHAN  HALE. 

Vice-President. 


52 


( c°py-)  ♦ 

Boston,  May  9,  1828. 

Dear  Sir — I  see  by  the  papers  that  your  are  appointed 
by  the  acting  governor  of  your  state,  one  of  the  commission- 
ers of  the  Boston  and  Hudson  rail-road.  The  directors  of 
internal  improvements  in  this  state,  have  that  subject  now  un- 
der consideration,  and  are  prosecuting  the  necessary  surveys 
between  here  and  the  Connecticut. 

They  wish  to  obtain  information  as  to  the  amount  of  mer- 
chandize, produce,  &c,  transported  from  Albany  and  other 
places  near  there,  to  Boston,  and  from  Boston  to  the  Hud- 
son. Messrs.  Davis  &,  Center  of  your  city  are  concerned, 
I  believe,  in  the  forwarding  business,  and  would  be  able,  I 
presume,  to  give  information  on  this  subject.  Some  per- 
sons similarly  circumstanced  in  Troy  and  Lansingburgh, 
could  give  the  like  information,  as  to  those  places.  Would 
it  be  asking  for  too  much  of  your  time  to  collect  from  those 
gentlemen,  the  information  they  are  able  to  give  on  this  sub- 
ject? if  not,  the  directors  would  feel  obliged  if  you  will  col- 
lect the  information,  and  forward  it  as  early  as  practicable. 

We  want  to  know  the  number  of  tons  transported  from 
each  of  all  of  those  places  to  Boston,  annually,  designating, 
as  far  as  practicable,  the  kinds  of  articles  ;  the  average  time 
it  takes  to  perform  the  vo}age  from  Albany  to  Boston,  and 
the  average  cost  per  ton,  for  transportation  ;  and  any  other 
information  that  you  may  think  useful  in  this  undertaking. — 
The  engineer  has  just  completed  surveying  a  route  from  this 
to  Springfield,  which  is  found  very  favorable  for  the  con- 
struction of  the  road.  A  more  northerly  route  will  soon  be 
explored ;  and  I  hope  before  Jong,  this  all  important  enter- 
prise may  be  commenced  and  completed.  When  it  shall 
have  been  finished,  Albany  will  be  as  near  to  Boston,  in  time 
and  cheapness  of  communication,  as  it  is  to  New-York ;  and 
I  should  not  be  surprised  if  it  were  to  enable  Albany  to  ri- 
val the  latter  city  in  opulence  and  trade. 

I  am,  &c. 

DAVID  HENSHAW. 

E.  Baldwin,  Esq.  Albany, 


53 


(  Copy.) 

Albany,  June  12,  1828. 

To  David  Hexshaw,  Esq. 

Dear  Sir — Since  I  had  the  honor  of  receiving  your 
letter  of  the  9th  ultimo,  requesting  me,  in  .behalf  of  the  di- 
rectors of  internal  improvements  in  Massachusetts,  to  furnish 
information  "  as  to  the  amount  of  merchandize,  produce,  &,c. 
transported  from  Albany  and  other  places  near  there,  to 
Boston,  and  from  Boston  to  the  Hudson,"  I  have  used  every 
exertion  to  comply  with  your  wishes. 

As  I  was  compelled,  however,  to  rely  in  a  great  measure 
on  the  voluntary  aid  of  commercial  gentlemen,  who  at  this 
season  of  the  year  have  but  little  leisure  to  devote  to  mat- 
ters not  immediately  connected  with  their  business,  my  an- 
swer to  your  communication  has  been  delayed  longer  than  I 
had  anticipated.  Perhaps  this  delay  may  not  be  a  matter  of 
regret,  as  it  has  enabled  me  to  extend  the  range  of  inquiry 
to  some  subjects  not  particularly  specified  by  you,  and  which 
may  yet  have  some  bearing  on  the  main  object  in  view. 

At  a  meeting  of  a  number  of  our  most  respectable  and  in- 
telligent citizens,  I  stated  the  contents  of  your  letter,  and  to 
ensure  the  greatest  possible  accuracy  in  my  answer,  suggest- 
ed the  propriety  of  appointing  committees,  composed  of  gen- 
tlemen particularly  conversant  with  different  branches  of 
"business,  who  should  report  to  a  general  chairman  on  the 
matters  confided  to  their  examination. 

This  course  was  adopted,  and  I  have  now  the  pleasure  to- 
communicate  to  you  the  result  in  the  annexed  schedules. 

Schedule  JYo.  1  contains  a  statement  of  the  number  of  ves- 
sels, with  the  amount  of  tonnage  employed  in  the  coasting 
trade  between  Albany  and  the  eastern  seaboard  during  the 
year  1827.  This  statement  was  compiled  by  me  from  the 
books  of  Mr.  Edward  Brown,  dock-master,  and  can  be  reli- 
ed upon  for  its  accuracy.  I  have  perhaps  embraced  in  the 
table  some  parts  that  would  not  be  affected  by  the  contem- 
plated rail-road;  the  error  however  is  on  the  safe  side,  as 
you  can  easily  make  such  deductions  as  may  suit  your  views. 
Subjoined  to  the  table  of  1827,  is  a  statement  of  vessels  with 
their  tonnage,  employed  in  the  same  trade,  and  from  the 
same  ports  in  the  years  1821  and  1824.  The  progressive 
and  rapid  increase  of  trade  between  the  eastern  ports  and 
Albany  during  the  periods  above  noted,  it  is  believed,  will 


54 


not  be  interrupted,  and  that  any  improvements  tending  to  a 
cheaper  and  readier  intercourse  than  now  exists,  will  add 
greatly  to  their  mutual  prosperity. 

Some  explanatory  remarks  are  added  to  the  statements 
contained  in  Schedule  No.  1. 

Schedule  J\b.  2  exhibits  the  nature  and  extent  of  trade  car- 
ried on  between  Albany  and  the  eastern  sea  ports,  so  far  as 
it  was  practicable  to  ascertain  the  same. 

The  information  embraced  in  the  table,  has  been  collect- 
ed with  great  care,  by  Mr.  E.  W.  Whiting,  who  is  support- 
ed in  his  belief  of  its  general  accuracy,  by  the  opinions  of 
the  most  intelligent  of  our  citizens  engaged  in  the  trade. — 
Mr.  Davis,  of  the  firm  of  Davis  &  Center,  to  whom  you  par- 
ticularly referred  me' for  information,  as  he  had  long  been 
engaged  in  the  coasting  business,  between  this  city  and  Bos- 
ton, has  examined  and  approved  the  statement  of  Mr.  Whi- 
ting. It  is  proper  to  remark,  that  schedule  No.  2,  refers  en- 
tirely and  exclusively  to  articles  imported  and  exported  in 
eastern  vessels,  and  does  not  include  any  merchandize  con- 
veyed by  our  tow-boats  and  other  river  craft  in  the  indirect 
trade  between  Albany  and  Boston.  I  am  informed  that  at 
least  one  quarter  should  be  added  to  the  amounts  specified 
in  schedule  2,  to  cover  this  branch  of  trade.  For  several 
years  a  line  of  regular  packets,  owned  by  Messrs.  Davis  & 
Center,  plyed  between  this  city  and  Boston.  These  ves- 
sels have  recently  been  purchased  by  Mr.  T.  B.  Bigelow,  of 
Troy,  who  continues  them  in  the  same  trade,  from  the  latter 
place  and  Albany.  The  tonnage  of  these  vessels  amounts 
to  446  tons,  and  they  make  during  the  season,  seven  trips 
each,  to  and  from  Boston. 

The  export  cargoes  to  Boston  consists  of  flour,  pork,  lard, 
butter,  cheese,  ashes,  whiskey,  staves,  domestic  goods,  mar- 
ble, corn  and  wool.  About  ten  thousand  barrels  of  flour, 
and  four  hundred  thousand  pounds  of  wool  were  exported  to 
Boston  in  this  line  during  the  last  year.  The  return  cargoes 
from  Boston  consist  of  all  kinds  of  merchandize.  The  ave- 
rage number  of  tons  carried  in  the  outward  or  Boston  trips, 
is  from  ninety  to  one  hundred  tons,  and  the  average  return 
cargoes  about  seventy-five  tons. 

The  usual  time  of  passage  to  or  from  Boston,  varies  from 
7  to  8  days ;  and  the  average  price  of  freight  per  ton,  is 
about  three  dollars,  excepting  the  article  of  wool,  which  is 
charged  at  the  rate  of  -J  of  a  cent  per  pound.    For  the  above 


SCHEDULE  No.  2. 

jl  statement  of  the  Imports  and  Exports  between  Mbany  and  Boston,  and  the  ports 


intermediate* 


New-Haven. 


Imports. 


None  of  consequence. 


Exports. 


Hartford. 


S 

I 


4000  bunches  shingles,. . . 

5000  barrels  flour  

1000  barrels  whiskey,  

100  M.  staves,  

150  M.  cherry,  ash,  maple 
and  white-wood  lumber, 


Imports. 


None  of  consequence. 


Exports. 


267 
446 
133 
2001 

I 

2251 
127ll 


B00  M.  staves,  

150  M.  maple,  cherry, 
white-wood  lumber, 


Newport,  Bristol,  King- 
ston, Warren,  and  Pro- 
vidence. 


Imports. 


1000  hhds.  molasses. 

1000  bbls.  gin,  , 

1500  casks  lime, 


Exports. 


400  4000  bbls  flour,  

|80000  bushels  grain  

225|Lumber,  various  kinds,. . . 

2000  bbls.  whiskey,  

Beef,  pork,  butter,  cheese 


(J  25 


835 


357 
1785 
120 
270 
100 


2632 


Taunton  &  Fall  River 


Imports. 


Hollow-ware, 
Iron,  various  kinds, 
Nails,  


Exports. 

500  bbls.  flour,  

600  bushels  grain,  . . 
Iron  ore  and  old  iron 


Wareham. 


300 


Imports 


Hollow-ware,. . . . 

Nails,  

Iron,  various  kinds 


Exports. 

Iron  ore,  

Scrap  iron,  

1000  bbls.  flour,. . 
4000  bushels  grain 


New-Bedford. 


Imports. 


1000  barrels  whale  oi 


260 


Boston. 


Imports. 


1 2.") 


Iron,  various  kinds, . . . 

2500  bbls.  fish  oil,  

10000  quintals  fish,  ... 

10000  bbls.  fish,  I 

24000  bushels  salt  

Nova  Scotia  plaster,  

10000  boxes  herring, 

10000  dry  hides,  

Of  articles  furniture,  liquors 
dry-goods,  crates,  glass,&c 

1000  bbls  whale  oil  

300  hhds.  rum,  

Molasses,  200  hhds  


250 
300 
500 
1300 
535 
250 
70 
111 

2400. 
125 
150 
100 


Exports. 


200  12000  barrels  flour, 
100  800  barrels  pork,. . 
89  200  M.  staves,  


209|  I  478 

The  above  is  collected  from  the  best  authority  in  this  city.   Many  articles 
jjlbany,  June  6,  1828. 


125 

Exports. 

6091 

1071 

23500  bbls.  flour,  

2098 

100 

•200000  bushels  grain,  .... 

6473 

60 

Various  kinds  of  lumber, 

viz.  cherry,  maple,  ash, 

200 

3500 

1131 

12271 

are  necessarily  omittted. 

E.  W.  WHITING. 


55 


statement,  I  am  indebted  to  the  estimates  of  Mr.  Davis  and 
Mr.  Bigelow. 

Schedule  No.  3,  contains  a  brief  statement  of  the  trade  on 
the  Erie  and  Lake  Champlain  canals,  together  with  the 
amount  of  the  upward  and  downward  frieghts.  This  sche- 
dule was  prepared  by  J.  Alexander,  Esq.,  who  informs  me 
that  the  papers  at  the  Comptroller's  office,  which  he  has  ex- 
amined, do  not  enable  him  to  specifiy  the  different  articles 
shipped  on  the  canals.  Indeed  at  the  last  session  of  our  le- 
gislature, in  reply  to  a  resolution  of  the  Senate,  the  canal 
board  stated,  that  "  the  entries  at  the  collectors'*  offices,  do  not 
specify  fully  and  separately  the  amount  of  the  various  kinds  of 
property  cleared  at  them  respectively ;"  and  they  therefore 
had  not  "  the  means  of  furnishing  the  desired  information." 
The  rates  of  toll  established  by  the  canal  board,  and  annexed 
to  schedule  3,  when  compared  with  the  statement  of  Mr, 
Alexander,  may  enable  you  to  form  some  opinion  as  to  the 
kinds  and  description  of  property  transported  on  the  canals. 

Schedule  JYo.  4,  presents  an  estimate  of  the  quantity  or  va- 
lue of  domestic  dry-goods  sold  in  this  city  during  the  last 
year.  The  opinion  of  Mr.  Delavan  is  the  result  of  particular 
inquiries,  among  the  most  extensive  dealers  in  the  articles ; 
and  although  he  could  not  resort  to  any  data  by  which  to 
test  its  accuracy,  it  is  thought  to  be  sufficiently  correct  as  the 
basis  of  any  practical  calculations. 

Schedule  No.  5,  contains  a  statement  of  the  number  of 
breweries,  and  the  quantity  of  malt  liquor  brewed  yearly  in 
the  city  of  Albany.  As  large  quantities  of  this  article  are 
manufactured  for  exportation,  and  much  of  it  for  the  eastern 
market,  it  was  deemed  advisable  to  refer  to  its  extent,  in  re- 
ply to  that  part  of  your  letter  in  which  you  request  me  to 
communicate  "  any  information  that  I  may  think  useful  in 
your  undertaking."  The  statement  is  accurate ;  as  it  has 
been  procured  by  G.  Hawley,  Esq.  from  the  manufacturers. 

Schedule  No.  6,  exhibits  a  statement  of  the  quantity  of  mar- 
ble brought  from  the  eastern  quarries  to  the  Albany  market, 
together  with  the  price  of  transportation,  &c. 

N.  B.  Since  preparing  my  reply  to  your  letter,  I  have  as- 
certained that  the  gentleman  who  was  to  furnish  the  inform- 
ation intended  to  be  embraced  in  schedule  No.  6,  has  neg- 
lected to  attend  to  the  subject.  I  am  compelled  therefore 
to  omit  it.  It  may  be  proper  to  remark,  however,  that  the 
quantity  of  eastern  marble  used  in  this  city,  is  daily  increas- 


56 


ing,  and  that  with  the  advantage  of  a  rail-road  conveyance  to 
cheapen  transportation,  it  would  soon  become  a  valuable  ar- 
ticle of  trade. 

Schedule  No.  7,  exhibits  a  very  interesting  table,  in  which 
the  number  of  steam-boats  and  post-coaches,  and  also  the 
number  of  travellers  arriving  at  and  departing  from  Albany, 
by  means  of  public  conveyances,  are  minutely  stated.  Mr. 
Aaron  Thorp,  who  has  long  been  a  principal  proprietor  in 
extensive  lines  of  stages,  has  devoted  considerable  time  in 
preparing  this  schedule.  Mr.  Thorp  mentions,  that  it  does 
not  include  those  passengers  who  arrive  and  depart  in  the 
steam-boats,  which  occasionally  visit  Albany,  but  do  not  be- 
long to  any  regular  line.  In  addition  to  this,  no  note  is  taken 
of  the  multitude  of  travellers  who  use  private  conveyances. 

Although  the  aggregate  of  travellers  may  appear  greatly 
disproportioned  to  the  size  of  Albany,  which  probably  does 
not  contain  a  population  varying  much  from  20,000  inhabit- 
ants, yet  when  its  peculiar  situation  is  considered,  it  will  be 
at  once  perceived,  that  it  is,  and  must  continue  to  be,  one  of 
the  greatest  thoroughfares  of  the  country.  Since  the  re- 
ceipt of  your  letter,  I  have  had  the  pleasure  of  seeing  George 
Bond,  Esq.  a  member  of  your  board.  Mr.  Bond  directed  my 
attention  to  the  same  subjects  of  inquiry,  and  particularly  the 
measures  adopted  with  regard  to  the  Albany  and  Schenec- 
tady rail-road.  I  perceive  that  the  company  has  recently 
been  organized,  by  the  appointment  of  directors,  whose 
characters  afford  every  assurance  of  successful  efforts  in 
their  enterprize.  I  am  not  informed,  with  regard  to  the  na- 
ture of  their  plans  for  constructing  the  road,  nor  the  particu- 
lar route  (if  one  has  been  chosen)  through  which  it  will  pass. 
The  public  belief  is,  that  the  work  will  be  soon  commenced, 
and  prosecuted  with  vigor.  The  charter  requires  that  its 
eastern  termination  shall  be  within  the  city  of  Mb  any,  or  with- 
in half  a  mile  of  its  northern  boundary.  Whenever  I  am  able 
to  communicate  any  particular  information  respecting  it,  I 
will  write  you  again.  Immediately  after  the  receipt  of  your 
letter,  I  communicated  your  wishes  to  Messrs.  Tibbits  and 
Wiswall,  and  requested  them  to  procure  such  information 
respecting  the  commerce  of  our  neighboring  cities  and  villa- 
ges, as  would  satisfy  your  inquiries.  I  have  not  as  yet  been 
furnished  with  full  answers  from  either.  I  annex  a  copy  of 
a  letter,  received  from  Mr.  Tibbits,  but  shall  request  those 
gentlemen  to  forward  to  you  full  statements,  whenever  they 


57 


§  have  prepared  them.  Some  portion  of  the  information  here- 
with communicated,  may  perhaps  be  deemed  superfluous, 
but  I  rather  chose  to  present  you  with  all  the  facts,  collected 
by  our  committees,  and  leave  to  your  own  judgment  the  se- 
lection of  those  deemed  important,  than  by  attempting  to 
abridge  their  number,  and  run  the  risk  of  giving  you  an  un- 
satisfactory answer.  I  shall  be  at  all  times  happy  to  extend 
my  aid  in  furtherance  of  the  great  project  to  which  your  state 
is  now  directing  its  attention. 
With  great  respect, 

I  have  the  honor  to  be, 
Your  ob't.  serv't. 

EBENEZER  BALDWIN. 


SCHEDULE  No.  4. 

To  Ebenezer  Baldwin,  Esq. 

Dear  Sir — It  was  made  my  duty,  by  a  late  meeting  of 
citizens,  to  inquire  and  report  the  quantity  of  domestic  dry 
goods,  now  received  and  vended  in  this  city :  the  object  of 
the  information  being,  to  shew  as  near  as  practicable,  the 
present  state  of  the  trade  of  Albany  with  Boston  and  other 
eastern  places.  From  the  best  information  I  have  been  able 
to  obtain,  it  is  my  belief  that  the  amount  at  this  time  vended 
of  domestic  dry  goods  in  this  city,  exceeds  half  a  million  of 
dollars  per  annum,  and  that  the  amount  is  susceptible  of  in- 
crease full  four  fold. 

While  Albany  stands  unrivalled  in  its  wholesale  hardware 
establishments,  it  is  admitted  on  all  hands  that  there  is  a  great 
deficiency  in  wholesale  dry  good  houses.  I  consider  that 
Albany,  at  this  time,  presents  a  flattering  opening  for  at  least 
twelve  wholesale  dry  good  establishments,  of  the  most  exten- 
sive kind,  that  could  sell  almost  any  desirable  quantity  of 
goods  profitably.  It  is  now  a  common  remark,  I  understand, 
with  our  western  merchants,  that  could  they  be  as  well  sup- 
plied with,  dry  goods,  in  all  their  branches,  as  they  now  are 
with  hardware,  crockery  and  groceries,  they  would  have  no 
occasion  to  go  elsewhere.  As  the  information  sought  has  a 
direct  reference  to  the  contemplated  Boston  and  Hudson  rail- 
road, it  may  not  be  out  of  place  to  remark,  that  when  this 
great  work  shall  be  completed,  that  the  trade  between  this 

No.  113.  8 


58 


city  and  the  east  must  be  increased  beyond  calculation. — 
The  trade  then  will  be  direct,  instead,  as  it  now  is,  in  a  great 
measure  through  New-York.  The  purchaser  and  seller  will 
be  then  brought  together,  and  an  immense  saving  will  be 
made  in  the  way  of  commissions,  &c.  &lc.  which  now  clog 
the  trade  as  it  passes  through  the  hands  of  commission  mer- 
chants in  New-York.  It  is  out  of  my  power  to  state  even 
the  probable  amount  of  domestic  goods  which  are  transship- 
ped here  to  the  .north  and  west;  the  amount  must  be  vast: 
we  know  that  from  to  canal  boats  leave  our  basin 
loaded  with  assorted  cargoes ;  and  it  is  very  reasonable  to 
suppose  that  a  very  considerable  proportion  of  such  cargoes 
are  of  domestic  origin  ;  and  when  the  great  Ohio  canal  shall 
be  in  full  operation,  and  other  canals  now  completing  and 
contemplated  in  our  own  state  are  finished,  the  mind  can 
hardly  conceive  the  amount  of  property  that  will  naturally 
pass  from  our  canal  to  the  rail- way,  and  from  the  rail-way  to 
the  canal 

I  am,  dear  Sir,  truly  }'ours, 

EDWARD  C.  DEL  A  VAN. 


SCHEDULE  No.  1. 

STATEMENT  of  the  number  of  vessels  (with  the  amount 
of  tonnage )  employed  in  the  trade  between  Albany  and  the 
eastern  ports,  as  taken  from  the  books  of  Mr.  Edward 
Brown,  dock-master,  for  the  year  1827. 


WHERE  OWNED. 

so 

2  e 
—  tc 

~Z 

II 

b-i 

11 

to  = 

>>  c 
C  x 

_*  >• 

in  O 

?! 

Ton  of  daily. 

Tons  of  season.  1 

CS 

o 

6 

3 

9 

467 

323 

790 

1 

1 

45 

45 

2 

3 

5 

67 

162 

229 

6 

5 

11 

294 

257 

551 

2 

1 

3 

95 

42 

137 

5 

7 

12 

280 

343 

623 

6 

3 

9 

358 

207 

565 

59 


Nantucket,  Mass.. . 

Lyme,  Conn  ■ 

Freetown,  Mass.  . . , 
Say  brook,  Conn.  . . , 
Dartmouth,  Mass.  .  ■ 
New-London,  Conn 

Bristol,  R.  I  ■ 

Darien,  

Taunton,  Mass. 
Providence,  R.  I. . . , 
Falmouth,  Mass. . . , 
Killingworth,  Conn. 
Glastenbury,  Conn.. 
Sandwich,  Mass. . . , 

Norwich,  Conn  

Chatham,  Mass  

Wareham,  Mass.  . . . 

Stafford,  

Tiverton,  Mass.  . . ■ 
Middletown,  Conn.. 
Warren,  R.  I. .  • . . . . 

Islip,  Mass  i 

Bass  River,  Mass.. , 
Barnstable,  Mass.  . . 
Cohasset,  Mass.  . . , 
Somerset,  Mass.  . . , 
Gloucester,  Mass.  .  - 
Marblehead,  Mass.  . 
Weymouth, Mass.  .. 


5 

2 

278 

82 

360 

1 

1 

46 

46 

1 

1 

2 

40 

35 

75 

1 

2 

3 

34 

137 

171 

2 

1 

3 

111 

28 

139 

2 

1 

3 

52 

43 

125 

2 

1 

3 

100 

34 

134 

1 

1 

46 

46 

2 

. 

2> 

103 

103 

5 

3 

8 

287 

130 

417 

5 

5< 

199 

199 

1 

1 

60 

60 

1 

1 

26 

26 

2 

2 

146 

146 

2 

2 

116 

116 

3 

2 

5 

232 

98 

330 

4 

i 

179 

179 

1 

1 

21 

50 

58 

108 

1 

56 

56 

2 

2 

143 

143 

3 

3 

103 

103 

2 

2 

66 

66 

1 

1 

38 

38 

2 

2 

4 

74 

155 

229 

1 

1 

36 

36 

1 

1 

70 

70 

2 

2 

103 

103 

i 
l 

i 
l 

ou 

oil 

1 

1 

78 

78 

SO 

43 

123 

I4250 

2456 

6706 

The  principal  articles  brought  in  the  above  vessels,  are 
salt,  fish,  oil,  nails,  castings,  factory  goods,  molasses,  N.  E. 
rum,  sugar,  glass,  rolled  iron,  &x.  A  very  large  portion  of 
goods  brought  from  the  eastern  ports  to  the  Albany  market, 
are  transshipped  from  eastern  vessels  at  the  city  of  N.  York, 
into  the  river  craft,  or  sold  and  re-purchased  at  the  latter 
place.  The  above  estimate  does  not  include  that  branch 
of  trade.  Forty-three  of  the  above  enumerated  vessels, 
pay  dockage  by  the  season,  as  regular  traders.  Their  num- 
ber of  trips  would  probably  average  five  in  the  season.  Mul- 
tiplying, therefore,  that  number  by  the  tonnage,  viz.  2,456, 


60 


would  give  as  a  result,  12,280  tons.  Those  vessels  paying  %  / 
daily  dockage,  average  about  two  trips  in  the  season :  mul- 
tiplying the  quantity  of  tonnage  by  that  number,  would  give 
8,500,  which  added  to  12,280,  makes  the  aggregate  of  ton- 
nage for  imports  20,780,  or  for  coming  and  returning  trips, 
41,560  tons. 

In  the  year  1821,  as  appears  from  the  dock-master's  books, 
forty-one  vessels  only,  belonging  to  the  places  specified  in 
the  preceding  table,  visited  Albany.  Twenty-eight  paid 
daily  dockage,  and  thirteen  paid  by  the  season.  The  ton- 
nage of  those  paying  daily  dockage,  amounted  to  1,274,  and 
those  paying  by  the  season,  to  484  tons.  Computing  the 
number  of  trips,  and  multiplying  as  has  been  done,  to  pro- 
duce the  result  in  the  year  1827,  the  whole  tonnage  for  com- 
ing and  return  trips  in  1821,  was  9,936  tons. 

In  the  year  1824,  fifty-nine  vessels,  from  the  same  ports, 
were  employed  in  the  Albany  trade,  of  which  seventeen  paid 
dockage  by  the  season,  and  forty-two  by  the  day;  the  ton- 
nage of  those  paying  by  the  season  being  935,  and  of  those 
paying  daily,  1,863  tons.  By  adopting  the  same  mode  of 
ascertaining  the  aggregate  tonnage  for  coming  and  return 
passages  in  this  year,  as  in  1821,  it  appears  that  it  amounts 
to  16,802  tons.  The  following  estimate,  therefore,  exhibits 
the  tonnage  of  eastern  vessels  in  the  Albany  trade,  in  the 
years  1821,  1824  and  1827: 

In  the  year  1821,   9,936  tons. 

1824,   16,802  « 

1827,   41,560  " 

EBENEZER  BALDWIN. 


SCHEDULE  No.  3. 

12,220  canal  boats  arrived  at  and  departed  from  Albany 
in  the  season  of  1827. 

The  following  is  the  amount  of  freight : 

Tons.      Cwt.  Qrs. 

Am't  of  down  freight,  at  1|  cent  per  ton,  . .  79,764    1  3 

do  do    1       "       "     ..    4,596    8  3 

do  do    I       "       "  15,448  11  1 

do  do    3       «       "  102  15  1 


99,911  17  0 


I 


61 


%  Down  Freight. 

Wood,  cords  of,   13,949 

Timber,  feet  of,   45,169 

Shingles,  thousands,   7,096 

Lumber,  feet  of,   23,231,320 

Amount  of  Up  Freight. 

Tons.    CW.  Qrs. 

Up  freight  at  1  \  cent  per  ton,   1,114  11  0 

do       1       "       "    1,246    6  3 

do       I       "       "    1,317  19  1 

do       3       "       *     ...........  22,227  15  1 


25,906  12  1 

The  amount  of  tolls  and  penalties  received  by  the  collec- 
tor in  the  city  of  Albany  in  the  year  1827,  was  $151,840.58. 


SCHEDULE  No.  5. 

Ebenezer  Baldwin,  Esq. 

Dear  Sir — Mr.  Robert  Boyd,  of  this  city,  who  is  one  of 
our  chief  brewers,  has,  on  application  to  him  for  that  purpose, 
politely  furnished  the  following  information.  The  number 
of  barrels  of  ale  brewed  annually  in  the  city  of  Albany,  is 
40,000.  The  bushels  of  malt  manufactured,  is  150,000.  The 
bushels  of  barley  purchased  at  this  market,  200,000. 

30,000  barrels  of  ale  are  annually  sold  out  of  the  city. 

25,000  bushels  of  malt 

50,000       "       barley       "  " 

The  ale  sent  out  of  the  city  is  sent  to  different  parts  of 
.  this  state  and  the  United  States. 

Respectfully, 
Your  ob't.  serv't. 

GIDEON  HAWLEY. 

Albany,  June  \0th,  1828. 


I 


62 


SCHEDULE  No.  7.  i 

Steam-Boats. 

List  of  steam-boats  that  ply  between  Albany  and  New- 
York,  regularly. 

Constitution,  Constellation,  Chief  Justice  Marshall,  North 
America,  Philadelphia,  Albany,  Victory,  Sandusky,  Swift- 
sure,  Eckford,  Commerce,  Independence. 

The  arrivals  and  departures  of  the  above  named  boats, 
equal  ten  per  day,  during  the  season,  (Sundays  excepted,) 
and  the  season  is  computed  at  nine  months,  at  twenty-seven 
days  per  month.  The  whole  number  of  passengers  who  ar- 
rive at  and  depart  from  Albany  during  a  season,  amounts  to 
one  hundred  and  sixty  five  thousand.  The  number  per  month 
(27  days,)  is  eighteen  thousand  three  hundred  and  thirty- 
three  ;  and  the  number  per  day  six  hundred  and  seventy- 
five,    675 

N.  B. — Seventeen  towr-boats  or  barges  are  attached 
to  the  steam-boats  Swiftsure,  Eckford  and  Commerce, 
the  passengers  of  which  are  included  in  the  above  es- 
timate. 

Canal  Boats. 
The  average  number  of  passengers  arriving  and  de- 
parting per  day  in  the  western  and  northern  canal  boats, 
is,   150 

Stages, 

No.      Aver.  No.  Passen- 

That  arrive  and  depart  per  day,  west,  34  248 
do  do  do      east,  10  95 

do  do  do  north, 

(exclusive  of  Troy,  Lansingburgh 


Southern, 


12 

84 

44 

325 

2 

12 

11 

12 

776 


Arriving  and  departing  per  day, . , .  •  103|   

Passengers  per  day,  ..*....  1601 


63 


^Jlggregate  of  Passengers  arriving  and  departing  in  Steam- 
Boats,  Canal  Boats  and  Stages,  during  the  year. 

Passengers  by  steam-boats  per  year,   165,000 

do       by  canal-boats,  computing  the  season  9 

months,  and  a  month  at  27  days ....  36,450 
do       by  stages,  365  days,  at  776  per  day,. .  283,240 


Total,   484,69.0 

The  above  aggregate  would  be  greatly  increased  if  it  was 
practicable  to  estimate  and  add  thereto  the  number  of  those 
travellers  who  arrive  and  depart  in  sloops,  wagons,  private 
carriages,  on  horseback,  &x. 


Erratum. 

Page  16,  line  2d,  in  the  Postscript,  for  "  500  tons,"  read 
"  520  tons." 


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